Abstract: An aircraft (10) comprises a wing (12) having an upper surface (16) and a lower surface (18) and at least one turbofan gas turbine engine (20) mounted on the wing (12). The axis (34) of the at least one turbofan gas turbine engine (20) is arranged substantially in the plane (14) of the wing (12) of the aircraft (10). The at least one turbofan gas turbine engine (20) has an intake, the intake comprising a hollow member (44) rotatably mounted coaxially with the at least one turbofan gas turbine engine (20) such that in use the hollow member (44) is rotatable between a first position, a low-speed condition, in which air flowing over and/or above the upper surface (16) of the wing (12) flows into the intake of the at least one turbofan gas turbine engine (20) and a second position, a high-speed condition, in which air flowing along and/or below the lower surface (18) of the wing flows into the intake of the at least one turbofan gas turbine engine.

Abstract: The turbojet according to the invention is designed to be fixed onto the upper part of the aft section of the fuselage of an aircraft using at least one coat hanger, the turbojet comprising a fan, a forward casing, an aft casing, accessories arranged around the periphery of the forward casing, the forward casing comprising attachment points, for the coat hanger. The attachment points are arranged so that the turbojet can be installed indifferently on either side of the aircraft fuselage, accessories being arranged on the casing so that they are accessible from the outside of the fuselage regardless of which side the installation is done.

Abstract: Methods and apparatuses for controlling airflow proximate to engine/airfoil systems are disclosed. In one embodiment, an aircraft system includes an airfoil and an engine unit at least proximate to the airfoil with a gap between a portion of the airfoil and a portion of the engine unit. The system can further include a flow control device proximate to the gap and positionable among at least three stationary positions, including a retracted position in which the gap has a first area through which fluid can flow, a first extended position in which the gap is at least approximately aerodynamically sealed, and a second extended position in which the gap has a second smaller area through which fluid can flow. A control system can be coupled to the flow control device to move the flow control device among these positions.

Abstract: A flight capable mobile platform adapted for covert deployment is provided. The mobile platform is additionally adapted to have a reduced vulnerability to hostile detection and aggression. The mobile platform includes a fuselage having a pair of sidewalls and a bottom. The sidewalls and bottom form an armored payload bay. The mobile platform additionally includes a pair of wings connected to the fuselage. The wings have a fixed wingspan constructed such that the mobile platform can be transported by a larger second mobile platform. This allows for the mobile platform to be aerial deployed from the larger second mobile platform. Each of the sidewalls include at least one pulse ejector thrust augmentor (PETA) bank that is canted outward. Therefore, thrust exhaust produced by each PETA bank is directed down and away from a centerline of the payload bay. Furthermore, the bottom of the mobile platform is adapted to allow ingress and egress of cargo, e.g. military troops, from the payload bay.

Abstract: An apparatus and a method for reducing drag over an aircraft wing assembly in operational angle of attack situations are disclosed. The aircraft wing assembly includes a wing and an engine nacelle mounted to the wing. A nacelle chine is mounted on an outboard side of the engine nacelle, and the nacelle chine is configured to reduce drag by redirecting at least a portion of fluid striking a forward end of the aircraft wing assembly such that a vortex is formed over the forward end of the aircraft wing assembly. The chine is coupled to a mounting base configured to be secured to an outer surface of the engine nacelle at a mounting position along an outer surface of the engine nacelle.

Abstract: An aircraft (10) comprises a wing (12) having an upper surface (16) and a lower surface (18) and at least one turbofan gas turbine engine (20) mounted on the wing (12). The axis (34) of the at least one turbofan gas turbine engine (20) is arranged substantially in the plane (14) of the wing (12) of the aircraft (10). The at least one turbofan gas turbine engine (20) has an intake, the intake comprising a hollow member (44) rotatably mounted coaxially with the at least one turbofan gas turbine engine (20) such that in use the hollow member (44) is rotatable between a first position, a low-speed condition, in which air flowing over and/or above the upper surface (16) of the wing (12) flows into the intake of the at least one turbofan gas turbine engine (20) and a second position, a high-speed condition, in which air flowing along and/or below the lower surface (18) of the wing flows into the intake of the at least one turbofan gas turbine engine.

Abstract: A strut (10) for hooking an engine (16) under a wing body assembly (12) of an aircraft comprises a rigid structure as well as a mechanism for hooking this structure under the wing body assembly. This mechanism comprises a front fastener (22), a rear fastener (24) and a structure (26) for absorbing thrust. To install an engine (16) of greater diameter under the wing body assembly (12) of an existing plane, the rear part (20b) of the strut (10) is given a width which increases as it progresses to the rear. Furthermore, the rear fastener (24) comprises two braces which are fixed on both sides of the rigid structure and two shackles which connect each of the braces to an additional transverse rib integrated into the wing body assembly.

Abstract: A method is provided for reducing vulnerability to hostile detection of and aggression towards an aircraft. The method includes adapting an aircraft fuselage to form an armored payload bay, wherein the armored payload bay includes a pair of sidewalls and a bottom. The method additionally includes adapting wings of the aircraft to allow the aircraft to be transported within a larger aircraft. For example, the wings could have a fixed wing span that allows the aircraft to transported within a larger aircraft or the wings could be adapted to fold so that the aircraft can transported within a larger aircraft. The method further includes disposing at least one pulse ejector thrust augmentor (PETA) bank within each sidewall. Each PETA bank is oriented such that a thrust exhaust produced is directed down and away from a centerline of the payload bay. Still further, the method includes adapting the bottom of payload bay to allow ingress and egress of cargo.

Abstract: A centerline mounted overbalanced multiple main jet engine configuration. The multiple jet engines are centerline mounted rather than parallel offset. While each jet engine is a “main” engine, capable of safely operating the aircraft in the event of a failure of the other engines, the engines are overbalanced in the sense that at least one of the main engines has substantially greater thrust than the other main engines. All of the main engines operate at critical periods of flight, but only one or the other of the main engines operates at other periods. The configuration of this invention combines the efficiency and performance of a single engined aircraft with enhanced safety advantages.

Abstract: An aircraft designed to prevent foreign object damage to the aircraft. The aircraft includes an engine coupled aft of the aircraft's landing gear, and a deflecting member is coupled to the aircraft between the landing gear and an inlet of the engine so that when the deflecting member is extended, it intersects with a portion of lines of sight between the landing gear and an inlet of the engine.

Abstract: An aircraft engine mounting installation uses an overall partially focalized or convergent mount configuration with a combination of individual, or paired, axial mounts and individual, or paired, inclined mounts. When paired, the axial mount axes are parallel to the engine thrust axis. The respective axes of the axial and inclined mounts, or planes through paired similar mounts, converge at, or ahead of, the engine center of gravity in order to brace engine weight, engine thrust and torque reaction loads, without undue complexity in mount geometry.

Abstract: Integrated high-speed aircraft, such as high-speed transport aircraft, and associated methods of manufacture. In one embodiment, a high-speed transport aircraft includes a fuselage having a first fuselage portion and a second fuselage portion positioned aft of the first fuselage portion. The first fuselage portion can have a first cross-sectional area and the second fuselage portion can have a second cross-sectional area that is less than the first cross-sectional area. The high-speed transport aircraft can further include a wing and a propulsion system. The wing can extend outwardly from the fuselage at least proximate to the second fuselage portion and can include a leading edge region and a trailing edge region. The propulsion system can include an engine nacelle fixedly attached to the wing and laterally aligned with the second fuselage portion.

Abstract: 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.

Abstract: An aircraft designed to prevent foreign object damage to the aircraft. The aircraft includes an engine coupled aft of the aircraft's landing gear, and a deflecting member is coupled to the aircraft between the landing gear and an inlet of the engine so that when the deflecting member is extended, it intersects with a portion of lines of sight between the landing gear and an inlet of the engine.

Abstract: Integrated high-speed aircraft, such as high-speed transport aircraft, and associated methods of manufacture. In one embodiment, a high-speed transport aircraft includes a fuselage having a first fuselage portion and a second fuselage portion positioned aft of the first fuselage portion. The first fuselage portion can have a first cross-sectional area and the second fuselage portion can have a second cross-sectional area that is less than the first cross-sectional area. The high-speed transport aircraft can further include a wing and a propulsion system. The wing can extend outwardly from the fuselage at least proximate to the second fuselage portion and can include a leading edge region and a trailing edge region. The propulsion system can include an engine nacelle fixedly attached to the wing and laterally aligned with the second fuselage portion.

Abstract: An aircraft adapted for covert deployment and having low vulnerability to hostile detection and aggression is provided. The aircraft includes a fuselage having a pair of sidewalls and a bottom. The sidewalls and bottom form an armored payload bay. The aircraft additionally includes a pair of wings connected to the fuselage. The wings have a fixed wingspan constrained such that the aircraft can be transported within a larger aircraft. This allows for the aircraft to be aerial deployed from the larger aircraft. Each of the sidewalls include at least one pulse ejector thrust augmentor (PETA) bank that is canted outward. Therefore, a thrust exhaust produced by each PETA bank is directed down and away from a centerline of the payload bay. Furthermore, the bottom of the aircraft is adapted to allow ingress and egress of cargo, e.g. military troops, from the payload bay.

Abstract: A vertical take-off and landing (VTOL) aircraft includes separate axial and vertical propulsion sources. The vertical propulsion source includes pulsejet engines located in separate augmentor bays having apertured walls to equalize pulsejet thrust. The pulsejet engine structure is integrated with aircraft structure such that aircraft structural loads are partially carried by each pulsejet engine. Each pulsejet engine produces an aircraft vertical thrust component throttled or exhaust restricted to control aircraft ascent or descent separate from the axial propulsion source. One or more inlet cowls isolate the pulsejet engine bays. One or more outlet cowls at the exhaust bays assist in controlling pulsejet engine thrust.

Abstract: A scarf nozzle for a jet engine supported within a nacelle. The scarf nozzle is at an aft end of the nacelle. The scarf nozzle includes a first trailing edge portion and a second trailing edge portion. The second trailing edge portion is disposed aft of the first trailing edge portion. The scarf nozzle is configured to allow the nacelle to be integrated closer to a wing without adversely affecting the pressure gradient between the nacelle and the wing. The scarf nozzle allows a portion of an exhaust plume exiting the aft end of the nacelle to interact more favorably with an airflow along one or more surfaces adjacent the nacelle, thus delaying the onset of adverse pressure gradients and the formation of shock waves between the nacelle and the adjacent surfaces and between the adjacent surfaces and the exhaust plume.

Abstract: Method and apparatuse embodiments of the present invention are diclosed wherein wing-rotor configurations provide aerodynamically high lift-low drag capabilities and improvements over the prior art including increasing effective stall angles. In addition, wing-rotor-propeller configurations provide aerodynamically high lift-low drag and forward thrust capabilities and improvements over the prior art for all vehicles moving through gaseous fluids and particular including application for air vehicles and watercraft. Also, wing leading edge air blowing systems augment the example configurations for enhanced performance including substantially vertical take-off and landing of air vehicles.

Abstract: The invention is a propulsion system for a V/STOL aircraft. In detail, the invention includes a turbo-fan engine having a fan section with a variable pitch fan, a compressor section, a combustion section, a turbine section, said turbine section having a low-pressure turbine portion coupled to and driving the fan section and a high-pressure turbine portion coupled to and driving the compressor section. The engine further having a selectable operating point wherein a portion of the power generatable by the low-pressure turbine at a selected operating power setting is extracted to drive the fan section. A turbine outlet duct is included for directing the turbine section exhaust gases. A first angular shaped nozzle section is co-incident with the turbine outlet duct for directing exhaust from the fan section. A second nozzle section mounted to the first angular shaped nozzle section between the fan section and the compressor section.

Abstract: The invention relates to a propulsion system for aircraft, especially for high-flying and long-distance flying unmanned aircraft, to the aircraft itself and to a method for controlling aircraft. Said propulsion system has a first jet turbine engine and a second jet turbine engine (22, 24). The invention also provides that the first jet turbine engine is a turbine engine (22) and the second jet turbine engine is an airscrew turbine engine (24). Said airscrew turbine engine (24) remains non-operational at least during the process for starting the aircraft (10).

Abstract: A variable cycle propulsion system for a supersonic airplane comprises at least one engine capable of generating thrust for flight at supersonic speeds together with at least one auxiliary propulsion assembly that is separate from the engine and that is capable of generating additional thrust for takeoff, landing, and flight at subsonic speeds. The auxiliary propulsion assembly does not have a gas generator and means are provided for transmitting a fraction of the mechanical power produced by the engine to the auxiliary propulsion assembly in order to enable it to generate the additional thrust for takeoff, landing, and subsonic cruising flight. Means are provided for decoupling the mechanical transmission means for supersonic cruising flight.

Abstract: The invention concerns an aircraft propulsion system involving propellers, where two propellers are overlapped partially and staggered so that they do not strike each other in a complete range of motion. Two engines that are mounted on to the same fuselage power each propeller.

Abstract: A flyback booster (200) comprising an aircraft (203) housing a launch vehicle stage as a removable rocket propulsion module (502) and several space launch vehicles using variations of the flyback booster (200) are disclosed. This flyback booster (200) functions as the first stage of a multistage space launch vehicle. The stage used in the flyback booster (200) and the upper stages of the multistage space launch vehicle (213) are selected to optimize the launch cost for a specific payload.

Abstract: This invention provides a multi-fan system separated core engine type turbofan engine in which high pressure air is used as the working fluid for a turbine which drives a fan, thereby reducing the manufacturing costs of the turbofan engine and simplifying the constitution thereof. A turbine for driving a fan 11 which is provided in a propulsion device 3 of the multi-fan system separated core engine type turbofan engine 1 is an air turbine 13 which is driven by the supply through a duct 9 of a part of high pressure air compressed in a compressor 5 of a core engine 2. Since the working fluid of the air turbine 13 for driving the fan 11 is not high temperature combustion gas, there is no need to use expensive heat-resistant material for the turbine, and thus the propulsion device 3 can be manufactured at low cost, the constitution thereof can be simplified, and operational control can be ameliorated.

Abstract: A VTOL aircraft (or other vehicle such as a sea vehicle) includes a pair of elongated ducts on opposite sides of the vehicle body, and a plurality of powered propellers (or other propulsion units such as jet engines) mounted within and enclosed by each of the elongated ducts, such as to produce an upward lift force to the vehicle. Each of the elongated ducts has a short transverse dimension slightly larger than the diameter of the blades of each propeller enclosed thereby, and a large transverse dimension slightly larger than the sum of the diameters of the blades of all the propellers enclosed thereby.

Abstract: In order to provide a compact, high-performance drive device for aircraft, in particular for power gliders, which comprise a propeller which is driven by a motor, preferably by an electric motor, and the blades (6) of which can be tilted towards the propeller shaft (15) by way of a joint and in the tilted-out position pass through a running gap (5) for the propeller formed between the nose, in which the generally minimal conditions of space are utilized in an optimum manner and which ensures the necessary aerodynamic properties of the aircraft, the invention proposes that the motor (10) should be arranged in front of the propeller in the space bounded by the nose (4). In this way, the interior of the aircraft as far as the running gap (5) for the propeller is made available for the pilot or the aircraft passengers, so as to ensure optimum use of the said interior and the length of the aircraft can be kept short.

Abstract: A variable cycle propulsion system for a supersonic airplane comprises at least one engine capable of generating thrust for flight at supersonic speeds together with at least one auxiliary propulsion assembly that is separate from the engine and that is capable of generating additional thrust for takeoff, landing, and flight at subsonic speeds. The auxiliary propulsion assembly does not have a gas generator and means are provided for transmitting a fraction of the mechanical power produced by the engine to the auxiliary propulsion assembly in order to enable it to generate the additional thrust for takeoff, landing, and subsonic cruising flight. Means are provided for decoupling the mechanical transmission means for supersonic cruising flight.

Abstract: A suspension system for an aircraft powerplant attached to an aircraft frame and having a housing. The suspension system includes a spindle mounted in a spindle support rigidly joined to the aircraft frame, a bearing cage affixed to the housing and having a bearing positioned therein, a pair of suspension arms connected to the spindle support, and a pair of lateral linkrods configured to link the housing and the suspension arms. The side surfaces of the bearing cage and the suspension arms define a clearance therebetween concentric to the Y-axis. The bearing cage is configurable along the spindle such that the bearing cage is limited to displacement relative to the longitude of the spindle while maintaining contact with the spindle.

Abstract: A tiltrotor aircraft (11) has a multi-mode tiltrotor nacelle control system with integrated envelope protection (13). The tiltrotor aircraft (11) has a fuselage (15), a tail section (17), a left wing member (21a), a right wing member (21b), a right engine nacelle (23b), a left engine nacelle (23a), a left proprotor (25a), and a right proprotor (25b). Activation of the nacelle control system causes preselected rotational movement of the tiltrotor assembly.

Abstract: A vertically ascending flying vehicle and method. The flying vehicle consists of a body, which may be in the shape of a saucer or an airfoil, and an engine located above the body. The engine generates thrust downward onto the top of the body. That thrust causes the body to vertically ascend. To permit horizontal flight, the engine may be rotatable, so that it may alternatively provide vertical or horizontal thrust as desired.

Abstract: An amphibious airplane having an engine assembly mounted at a top center location in the fuselage, and a tail assembly having a horizontal fin in an elevated position so as to be in the propeller air stream. A lift augmenting aerodynamic surface is positioned at the top middle portion of the aircraft fuselage, with the propeller being at the concavely curved rear end of the lift augmenting surface. A pair of platforms are positioned on opposite sides of the fuselage at lower locations adjacent to a passenger section of the aircraft. These platforms are aerodynamically aligned and also have strakes extending forwardly therefrom along opposite sides of the fuselage. In cruise mode, the increased velocity imparted to the propeller air stream acts on the horizontal fin to exert a downward force, with the various forces of the airplane balancing each other.

Abstract: An improved aerobatic aircraft design having a first engine located in the nose portion of the fuselage and a second engine located in the tail portion of the fuselage. The thrust components of both the first and second engines are coaxial along the long axis of the fuselage. Both engines can individually provide sufficient power for the aircraft to takeoff, maintain altitude, and/or land.

Abstract: The present invention relates to a system for the transformation of a traditional self-sustained horizontal take-off and landing aircraft into hybrid, integrated, self-sustained vertical take-off and landing and horizontal flight comprising, besides the propulsion system already provided in the aircraft, a hydraulic propulsion system, activating at least a blade rotor (1), to be used during the vertical take-off and landing and transition phases, said hydraulic system being powered by the engines of the aircraft, and at least an auxiliary engine (2), provided in a rear position and/or under the aircraft, said at least an auxiliary engine being progressively tiltable and swingable between two limit positions, respectively vertical position and horizontal position, said standard propulsion means of the aircraft being deactivated during the vertical take-off and landing and the transition and activated during the self-sustained horizontal flight, and said at least an auxiliary engine and said at least one auxili

Abstract: The present invention provides a tailcone and power assembly mountable to the body of an aircraft using a height adjustable dolly. The tailcone assembly comprises a longitudinal support member, a gas turbine engine mounted to the support member; a firewall; two curved rotatable casings hingeably connected to the support member; an inlet duct extending from an aperture in one of the rotatable casings to the engine inlet; an integral exhaust casing, and interface means for making necessary engine accessory connections to the aircraft. The tailcone is installed on the aircraft by mounting the tailcone in the adjustable dolly, rolling the dolly up to the aircraft, adjusting the dolly until the auxiliary power assembly is properly aligned for attachment to the aircraft, connecting the engine accessories to the aircraft, and bolting the assembly to the aircraft.

Abstract: It is an object of the present invention to reduce the wave resistance by disposing a fluid element such as an engine nacelle in a predetermined position on the upper surface of the main wing, and positively superposing the air flow generated by the fluid element onto the air flow on the upper surface of the main wing, thereby reducing the peak of the negative pressure on the upper surface of the main wing to retard the generation of a shock wave. If the engine nacelle is disposed on the upper surface of the main wing, and the longitudinal position of the front end of the engine nacelle is established in a range of 63% to 100% from the front end of a wing chord of the main wing (see b and i in FIG. 9), a shock wave is generated on the upper surface of the main wing in a range of transonic speed to inhibit an increase in wave resistance, whereby the cruising speed can be increased, while avoiding an increase in amount of fuel consumed.

Abstract: An engine arrangement (10) comprises propulsion means for propelling the aircraft (12), and drive means to drive the propulsion means. The arrangement (10) further includes mounting means to mount at least the propulsion means in a location spaced above the upper surface of the aircraft (10). In the preferred embodiment, the propulsion means is in the form of tip driven fans (14), and the drive means comprises gas generators (34) mounted within the body of the aircraft (10) fixedly connected by intake ducts (36) to the underside of the aircraft (10).

Abstract: An improvement to an aircraft is provided in the form of an aircraft auxiliary power and thrust unit located in the tail cone of the aircraft. The unit includes a turbofan engine, an air intake opening, an inlet duct extending between the air intake opening and the turbofan engine, a transmission assembly, and various auxiliary equipment. The engine includes a forward-facing main turbine shaft. The air intake opening is located in the tail cone at a body station location forward of the engine. The transmission assembly includes a drive shaft mounted axially to the main turbine shaft and extends forward through the inlet duct through a sealed opening in the inlet duct. The auxiliary equipment is also located in the tail cone, forward of the turbofan engine. The transmission assembly is releasably connected to the auxiliary equipment. In a first operating mode, the engine is operated at a low setting to power the auxiliary equipment.

Abstract: A jet aircraft has a generally conical front fuselage section, a cylindrical intermediate fuselage section defining a passenger compartment, a generally conical aft fuselage section, and a single vertical stabilizer. The aircraft's propulsion engines are mounted on pylons on the conical aft fuselage section with the air inlets thereof disposed entirely within a rearward projection of the lateral cross section of the intermediate fuselage section thereby to preclude the ingestion of foreign objects into the engines while minimizing the effect of boundary layer airflow. The exhaust nozzles extend rearwardly past the vertical stabilizer to minimize side line noise.

Abstract: A jet aircraft has an elongated fuselage with an intermediate section of maximum lateral cross section, a generally conical aft fuselage section of relatively smaller cross section and a single vertical stabilizer extending upwardly from the aft fuselage section. The aircraft's propulsion engines are mounted on the vertical stabilizer with the air inlets thereof spaced from the fuselage and vertical stabilizer yet disposed entirely within a rearward projection of the lateral cross section of the intermediate fuselage section thereby to preclude the ingestion of foreign objects into the engines while minimizing the effect of boundary layer airflow.

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: A brace for cyclic loads includes a tube having first and second ends and a tube wall and a tube axis. The tube wall defines a plurality of first bores radially arranged about the first and second ends of the tube. The first bores extend through the tube wall along first bore axes that are substantially aligned axially with the tube axis. A first end fitting is removably attached to the first end of the tube at an end of the first end fitting. The end of the first end fitting defines a plurality of second bores that have second bore axes. The plurality of second bores are substantially aligned axially and radially with the plurality of first bores. A second end fitting is removably attached to the second end of the tube at an end of the second end fitting. The end of the second end fitting defines a plurality of third bores having third bore axes. The plurality of third bores are substantially aligned axially and radially with the pluralities of first and second bores.

Abstract: An amphibious airplane having an engine assembly mounted at a top center location in the fuselage, and a tail assembly having a horizontal fin in an elevated position so as to be in the propeller air stream. A lift augmenting aerodynamic surface is positioned at the top middle portion of the aircraft fuselage, with the propeller being at the concavely curved rear end of the lift augmenting surface. A pair of platforms are positioned on opposite sides of the fuselage at lower locations adjacent to a passenger section of the aircraft. These platforms are aerodynamically aligned and also have strakes extending forwardly therefrom along opposite sides of the fuselage. In cruise mode, the increased velocity imparted to the propeller air stream acts on the horizontal fin to exert a downward force, with the various forces of the airplane balancing each other.

Abstract: A method to reduce the wave resistance of an airplane by disposing a fluid element such as an engine nacelle at a predetermined position on an upper surface of a main wing, positively superposing the air flow generated by the fluid element onto the air flow on the upper surface of the main wing, thereby establishing a gentle profile of pressure on the upper surface of the main wing, and retarding the generation of a shock wave. If the engine nacelle is disposed on the upper surface of the main wing, and the longitudinal position of the front end of the engine nacelle is set in a range of 63% to 100% from the front end of a wing chord of the main wing (see b and i in FIG. 9), a shock wave is generated on the upper surface of the main wing in the range of a transonic speed to inhibit an increase in wave resistance. Thus, the cruising speed can be increased, while avoiding an increase in amount of fuel consumed.

Abstract: A jet aircraft has a generally cylindrical fuselage section defining a passenger compartment and a generally conical aft fuselage section having a maximum lateral dimension substantially smaller than the lateral dimension of the fuselage section. A propulsion engine is mounted on the vertical stabilizer of the fuselage and has an air inlet disposed entirely within a rearward projection of the fuselage passenger compartment to preclude the ingestion of foreign objects into the engine.

Abstract: A method and arrangement for propelling fluidborne vehicles is disclosed that results in reduction in the overall form drag of certain classes of vehicles. The method and arrangement consists of using a propulsion system with an inlet that circumscribes the transition region between a forebody section containing the widest part of the vehicle and a tapered afterbody section of the vehicle to remove fluid from the viscous boundary layer that is generated by the forward portion of the vehicle, and accelerates this boundary layer fluid through a propulsion system in the afterbody portion of the vehicle. Removal of boundary layer fluid can reduce momentum losses which occur in the wake created by various classes of vehicles.

Abstract: The present invention provides a tailcone and power assembly mountable to the body of an aircraft using a height adjustable dolly. The tailcone assembly comprises a longitudinal support member, a gas turbine engine mounted to the support member; a firewall; two curved rotatable casings hingeably connected to the support member; an inlet duct extending from an aperture in one of the rotatable casings to the engine inlet; an integral exhaust casing, and interface means for making necessary engine accessory connections to the aircraft. The tailcone is installed on the aircraft by mounting the tailcone in the adjustable dolly, rolling the dolly up to the aircraft, adjusting the dolly until the auxiliary power assembly is properly aligned for attachment to the aircraft, connecting the engine accessories to the aircraft, and bolting the assembly to the aircraft.

Abstract: A propeller propulsion unit for aircrafts in general including a rotation shaft driven by a motor, the unit including a single-blade propeller and a counterweight that are connected to the shaft, the counterweight being arranged in a substantially diametrical position with respect to the single blade in order to balance the moment generated by centrifugal force and being variably offset with respect to the axis of the blade in order to balance the moment generated by the traction force of the single-blade propeller.

Abstract: A jet aircraft has a generally conical front fuselage section, a cylindrical intermediate fuselage section defining a passenger compartment and a generally conical aft fuselage section having a maximum lateral dimension substantially smaller than the maximum lateral dimension of the intermediate fuselage section. The aircraft's propulsion engines are mounted on combination vertical and horizontal stabilizers in spaced relation to the conical aft fuselage section with the air inlets and exhaust nozzles thereof disposed entirely within a rearward projection of the lateral cross section of the intermediate fuselage section to preclude the ingestion of foreign objects thereinto and maximize efficiency of boundary layer air flow.

Abstract: A method and system for use as a modeling tool accurately estimates propellant remaining aboard a spacecraft at the completion of a transfer orbit by iterating mass flowrate in a linear optimized fashion until the difference between a predicted .DELTA.V and observed .DELTA.V is minimized. Actual flight pressure telemetry data is used to calculate a corresponding mass flowrate which must have been produced by a liquid apogee motor (LAM) for the spacecraft to reach the desired position. A thruster specific impulse value (ISP) is derived from ground test data to allow computation of the amount of propellant consumed during transfer orbit. When this value is subtracted from the known initial propellant load, the propellant remaining at the beginning of life (BOL) of a satellite can be calculated.