Abstract: A monomolecular carbon-based film can be placed on an aircraft part, such as the leading edge designed to directly impinge against air during flight, ascent or descent, in order to form a smooth surface having increased lubricity and reduced air friction. The aircraft part may be in the form of a helicopter rotor, wing, propeller, fin, aileron, nose cone, and the like. The monomolecular carbon-based film can be deposited on the aircraft part, for example, using a reactor that includes a bed of silica and through which emissions from a diesel engine are passed. The monomolecular carbon-based film decreases air friction and increased lift of a modified aircraft that includes an aircraft part treated with the film.

Abstract: An aircraft has a vertical fin fastened to the rear and above a fuselage of elongated form, essentially in a vertical plane of symmetry of the aircraft. The vertical fin has at least two stable positions, an extended position and a returned position, such that a surface of the vertical fin, subjected to an aerodynamic flow when the aircraft is in flight, is modified in position or in surface between the returned position and the extended position, so that the aerodynamic drag of the vertical fin is reduced in the returned position under given flight conditions compared to the extended position. The change from one surface to another of the vertical fin is accomplished by modifying the geometry of the vertical fin or by displacing the vertical fin relative to the fuselage so that the vertical fin, for example, is more or less inside the fuselage, or more or less immersed in the wake zone of the fuselage in which the local dynamic pressure Pd is reduced relative to the infinitely upstream dynamic pressure Pd0.

Abstract: An aircraft tail assembly planform comprising curvilinear leading edges (21) and trailing edges (22), with an aircraft tail assembly configuration in which the hinge line (13) is rectilinear and has a non-constant percentage with respect to the chord (50) in each section (51), being the front (11) and rear (12) spars rectilinear with a non-constant percentage with respect to the chord (50) in each section (51), or being these spars (11, 12) curvilinear with a constant or non-constant percentage with respect to the chord (50) in each section (51).

Abstract: A method and a device reduces the vibration generated on the structure 17 of a helicopter 2 by the flow of air through the main rotor 5 and by the flow of air along the fuselage 3. The device 1 includes: at least one sensor 18, 19, 20 measuring the vibration generated on the structure 17; and computer element 30 responsive to the vibration measurements to determine variation in the angle of incidence of a tail fin 9 of the helicopter 2 suitable for generating an opposing force {right arrow over (T1)}, {right arrow over (T2)} for opposing the vibration, and transmitting the variation in angle of incidence as determined in this way to a control system 10 for controlling the angle of incidence of the tail fin 9.

Abstract: A method and a device allow for reducing the vibration generated on the structure 17 of a helicopter 2 by the air flow through the main rotor 5 and by the air flow along the fuselage 3. The device 1 includes: at least one sensor 18, 19, 20 measuring the vibration generated on the structure 17; and computer element 30 responsive to the measurements to determine a variation in angle of incidence for a stabilizer 39 of the helicopter 2 that is suitable for generating a vertical opposing force {right arrow over (TZ)} for opposing the vertical vibration, with the variation in angle of incidence as determined in this way being transmitted to a system 10 for controlling the angle of incidence of the stabilizer 39.

Abstract: Control surface assemblies having a torque tube base are disclosed. In one embodiment, a control surface assembly includes a control surface portion and a base portion. The base portion has a hollow, shell-like base portion coupled to a first end portion of the control surface portion, and is adapted to be coupled to a supporting structure such that the control surface portion projects outwardly from the supporting structure. In one aspect, the base portion includes an elongated, closed section portion adapted to be coupled to the supporting structure. In a further aspect, the base portion includes an elongated, closed section portion adapted to be coupled to the supporting structure, and a pair of tapered end portions formed at opposing ends of the closed section portion.

Abstract: A method for preventing vibration of a rudder of an aircraft may have, on a lateral aerodynamic surface of the aircraft's rudder, a protruding aerodynamic element capable of generating an aerodynamic effect tending to rotate the rudder about its articulation axis. An actuator of the rudder is controlled such that it counters the action of the protruding aerodynamic element and such that it imposes on the rudder a position of equilibrium in aerodynamic extension of the fixed vertical stabilizer.

Abstract: To control and particularly steepen the landing glide path of an aircraft, a respective aerodynamic component mounted on each wingtip includes a fixed plane member and a pivotable control element pivotally connected to the fixed plane member. The pivot axis is perpendicular to the major plane of the wing. The pivotable control element can be selectively pivotally deflected about the pivot axis relative to the fixed plane member, so as to thereby increase the overall drag without influencing the overall lift of the aircraft. This achieves a fine adjustment that is superimposed on the basic landing configuration established by the setting of the flaps, spoilers, engine thrust, etc. By increasing the drag without influencing the lift, this steepens the landing glide path slope.

Abstract: A method and device for detecting an overstepping of design loads of the fin of an aircraft. The device includes a set of information sources and a section for determining, with the aid of information emanating from the set of information sources, a current bending moment. The device further includes a section for determining, with the aid of information emanating from the set of information sources, a current twisting moment, and a section for carrying out a comparison by comparing the pair formed by the current bending moment and the current twisting moment with a safety envelope representing a chart formed in a plane on the basis of pairs of values of bending and twisting moments and defined so that, for any pair which lies outside the safety envelope, there exists a risk of appearance of permanent deformation on the fin.

Abstract: This invention is a servo mounting system, which allows a servo with a rotating output shaft to directly power an aircraft control surface. A specially designed servo mount securely positions the servo with the central axis of its rotational output shaft on, and axially aligned with, the hinge line of the control surface it drives. The servo shaft and servo body are directly connected to the airframe and control surface, thereby conserving rotational motion while driving control movement. Electronic means are then used to control the neutral point and the limit of travel of the servo. The system eliminates lost motion without generating adverse linear loads within the drive assembly.

Abstract: Methods for increasing the performance of a foil (100) by using tip droop (102) having an inward directed camber capable of generating an inward directed lifting force on the tip droop (102) in order to control spanwise flow conditions adjacent the tip (112) of a foil (100). Methods for varying the inward lifting shape of a tip droop (102) are provided along with methods for varying the angle of attack and camber of the tip droop (102) as the angle of attack of the foil (100) is changed and as spanwise flow conditions vary.

Abstract: The amphibious aircraft has two top mounted wings and an engine having a rear mounted propeller. The aircraft also has a tail having two wings mounted in a V-shaped fashion. Each of the wings has a pivotal tip mounted thereon. The aircraft also has a sponson on each side of the fuselage by way of horizontally mounted struts. The struts and thereby the sponsons are mounted to the aircraft in such a manner so that they are adjustable in their horizontal attitude. The pivotal wing tips at the top mounted wings control the yaw of the aircraft while the adjustable wing tips in the V section of the aircraft can control both the horizontal direction of the aircraft as well as the right or left direction. It all depends if both the wing tips are pivoted in the same direction or opposite to each other, respectively.

Abstract: Efficient wing tip devices for use with aircraft wings. In one embodiment, an aircraft wing/winglet combination includes a wing having a wing root portion and a wing tip portion spaced apart from the wing root portion. The wing tip portion can have a wash-out twist relative to the wing root portion. The aircraft wing/winglet combination can further include a winglet extending from the wing tip portion of the wing. The winglet can be swept at least generally forward relative to the wing to favorably change the lift distribution on the wing and in turn reduce the induced drag on the wing.

Abstract: This airlifting surface division idea provides for division of airlifting surfaces resulting in low induced and interference drag. It can be applied to aircraft wings and helicopter and windmill rotor blades to significantly reduce induced drag when compared to prior art. Also, it can be used for new concepts of large subsonic and hypersonic aircraft to significantly reduce their overall drag and external dimensions when compared to prior art, simultaneously providing for very good pitch maneuver and longitudinal stability of such aircraft.

Abstract: An automatic pilot system for a model airplane comprising one or more flexible control elements. When installed on a vertical stabilizer of the airplane, a flexible control element acts as an automatic rudder which provides directional control for the airplane so that it takes off in a straight line at high speed and glides in a circular path of a predetermined radius at low speed. When installed on a horizontal stabilizer of the airplane, a flexible control element acts as an automatic elevator which provides a reduced angle of attack during take-off to minimize the aerodynamic drag, an increased angle of attack during gliding flight to make the flight slower and longer-lasting, and an even greater angle of attack during landing to make the landing even slower for safety. When installed on a wing of the airplane, a flexible control element acts as an automatic dihedral wing tip which provides increased lateral stability for the airplane.

Abstract: An aircraft with swept back wings has winglets (202) at the outer ends of its wings (200). The winglets (202) curve upwardly as they extend outwardly from their intersection (204) with the wings (200). The curvature of the winglets (202) at least approximates a conical section curvature, e.g. an elliptical based on an ellipse having a major axis that extends vertically and coincides with the intersection (204) of the outer end of the wing (200) and the inner end of the winglet (202).

Abstract: Disclosed is a fluid vehicle having one or more vertical wings in contact with the fluid for generating a forward motion. This fluid vehicle also has a stabilizing torque system for generating jets transverse to the forward motion for the purpose of counterbalancing any capsizing effect. Preferably, the system is devised to generate up and down jets to the opposite ends of at least one horizontal wing.

Abstract: An aircraft lift arrangement that involves giving the fins or vertical elements, a positive angle slope in relation to their forward edge or transverse axis both on the leading and trailing edges, both beginning at the upper front and descending in an incline rearward as far as the base, to produce an inclined force on said vertical element which is broken down into two components, one horizontal and rearward, providing resistance to the advance, and the other a vertical, ascendant or lift component.

Abstract: A subsonic aircraft having backswept lifting wings is equipped with individually rotatable winglets at the wing tips thereof, in order to reduce drag during cruise flight, to minimize the dangers posed by wing tip vortices to following aircraft during take-off and landing, and to minimize the total wingspan during ground operations, with respective different positions of the winglets. A streamline-shaped rotation body made up of at least two individually rotatably supported rotation segments is mounted on the wing tip of each lifting wing. A respective winglet is mounted on each respective rotation segment. Each rotation segment with its associated winglet is individually rotatable about a rotation axis of the rotation body extending substantially parallel to the aircraft lengthwise axis. Thereby, each winglet is individually pivotable to any selected pivot angle relative to a horizontal plane extending through the rotation axis.

Abstract: In accordance with the present invention, there is provided a low observable aerodynamic control system for integrated use with an aircraft fuselage. The control system is provided with a shadow structure having an inner sloping region and an outer sloping region. The inner sloping region defines a shadow structure concavity. The outer sloping region is attachable to the aircraft fuselage. The control system is further provided with an aerodynamic control device having a body portion and a base portion. The base portion is disposed within the shadow structure concavity. The body portion extends from the base portion beyond the shadow structure concavity.

Abstract: This invention relates to a system and method for reducing the primary vortex wake structure generated by a lifting body mounted on an object moving through a fluid. This is achieved by first, altering the generated initial vortex wake to make it vulnerable to rapid breakup; and, second, producing disturbances to this wake with secondary vortices from auxiliary lifting surfaces, called vortex leveraging tabs, to instigate this breakup. This invention relates to various fields of uses to include vortices generated by any type of lifting body moving through a fluid to include aircraft and watercraft, such as surface vessels and submarines.

Abstract: A vertical stabilizer fin and rudder assembly for use on an aircraft including a stabilizer fin with airfoil surfaces and a rudder with a forward margin pivotally mounted on the trailing edge of the stabilizer fin. The assembly is subjected to Bernoulli forces as a relatively moving airstream passes over it in a chordal direction. A fin spoiler is pivotally mounted on each fin surface at a forward chordal location on the assembly whereby the effective sideslip capability for the fin surfaces, when the aircraft is operated in a crosswind, is substantially increased.

Abstract: The present invention is directed to a unique foldable winglet assembly adaptable for use with an aircraft for maximizing the wing span of the aircraft during cruise operation while reducing wing bending moment during extreme flight maneuvers. A foldable winglet is pivotally joined to the aircraft wing and is rotatable during flight between a retracted position and a fully extended position. An actuator is mounted on the aircraft wing and attached to the foldable winglet. When the aircraft reaches cruise operation, the actuator can be manually or automatically energized to pivot the winglet from a substantially vertical, retracted position to a fully extended position wherein the winglet becomes an extension of the wing. During cruise, the wing and winglet form an enlarged wing that serves to maximize lift of the aircraft.

Abstract: An aerodynamic control system for an aircraft comprises a pair of low-aspect-ratio strakes integral with the fuselage, each of the strakes being substantially co-planar with an associated one of the wings and extending between a leading region generally blended with the trailing edge of the wing, a trailing edge and an outer edge. An aft airfoil is pivotally mounted to the trailing edge of each of the strakes movable between an extreme positive angle of attack position and an extreme negative angle of attack position. The aft airfoil includes an inner airfoil member which is laterally coextensive with said trailing edge of said associated strake and an outer airfoil member integral with the inner airfoil member which extends laterally beyond the outer edge of the associated strake. In one embodiment, the outer and inner airfoil members are substantially co-planar. In other embodiments, the outer airfoil member may be canted either upwardly or downwardly with respect to the inner airfoil member.

Abstract: This disclosure provides a solar rechargeable aircraft that is inexpensive to produce, is steerable, and can remain airborne almost indefinitely. The preferred aircraft is a span-loaded flying wing, having no fuselage or rudder. Travelling at relatively slow speeds, and having a two-hundred foot wingspan that mounts photovoltaic cells on most all of the wing's top surface, the aircraft uses only differential thrust of its eight propellers to turn. Each of five sections of the wing has one or more engines and photovoltaic arrays, and produces its own lift independent of the other sections, to avoid loading them. Five two-sided photovoltaic arrays, in all, are mounted on the wing, and receive photovoltaic energy both incident on top of the wing, and which is incident also from below, through a bottom, transparent surface. The aircraft is capable of a top speed of about ninety miles per hour, which enables the aircraft to attain and can continuously maintain altitudes of up to sixty-five thousand feet.

Abstract: A vortex attenuating airfoil (24) includes an outboard area (28). The outboard area includes a deflector (40) which is disposed in the inboard direction from a tip (30). An air passage (46) extends through the airfoil from an inlet (48) on a high pressure side of said airfoil to an outlet (50) on a low pressure side of the airfoil. The outlet (50) is positioned in the outboard area between said deflector and the tip. In operation, air passes through the air passage to attenuate the naturally occurring vortex adjacent to the tip of the airfoil thereby reducing drag.

Abstract: The present invention is directed toward a unique lift-generated noise reduction apparatus. This apparatus includes a plurality of tip fences that are secured to the trailing and leading assemblies of the high-lift system, as close as possible to the discontinuities where the vortices are most likely to form. In one embodiment, these tip fences are secured to some or all of the outboard and inboard tips of the wing slats and flaps. The tip fence includes a generally flat, or an aerodynamically shaped plate or device that could be formed of almost any rigid material, such as metal, wood, plastic, fiber glass, aluminum, etc. In a preferred embodiment, the tip fences extend below and perpendicularly to flaps and the slats to which they are attached, such that these tip fences are aligned with the nominal free stream velocity of the aircraft.In addition to reducing airframe noise, the tip fence tends to decrease drag and to increase lift, thus improving the overall aerodynamic performance of the aircraft.

Abstract: The present invention relates to a control system for an aircraft to compensate for crosswinds on landings. In one embodiment, the control system includes two mutually identical control surfaces having common end points, respectively; and an actuator to move completely the two mutually identical control surfaces, as needed to compensate for the crosswinds on landing.

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: An aircraft of disc-shaped configuration provides the capability of vertical take-off and landing; straight horizontal flight; and three-dimensional maneuverability in the air by means of a plurality of counter-rotating lifting rotors assembled of fixed pitch or of self-adjusting pitch aerofoil blade elements; and, submersibility of the aircraft in water is achieved by means of a marine propulsion module using two counter-rotating hydrofoil rotors for up or down thrust, and a tunneled conventional marine propeller for horizontal travel. The marine propulsion module is detachable for emergency and for use with the main frame aircraft of a variety of other detachable modules for different tasks and missions. Exceptionally adaptable for any existing power plant, including nuclear, it is best suited for the environment-friendly types, like integrated steam motor on hydrogen and oxygen burning.

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 light-duty multipurpose aeroplane has a fuselage having a cabin at its center, a tail portion with a pusher propeller in a ring and a front portion with an all-swiveling horizontal "canard" type empennage. The wings of the aeroplane are articulated with low-mounted and high-mounted wing segments with opposite sweeps. The tips of the wing segments are connected with arrow-shaped pylons provided with heading control rudders.

Abstract: A pivotal strake located at the nose section of an aircraft forebody. The strake pivots about an axis that is essentially perpendicular to the surface of the nose section. Rotation of the strake will influence the forebody vortices to create a resulting yawing moment on the aircraft. The rotating strake can be used to provide directional control of an aircraft, even at high angles of attack.

Abstract: A vehicle will serve as a road vehicle, as well as can be flown. The vehicle has a fuselage and a wing with a fixed span. The aspect ratio is low, allowing the vehicle to be operated on a normal roadway. An upper winglet extends upward from each side edge of the wing. A lower winglet extends downward from each side edge. Wheels mount to the lower edges of the lower winglets.

Abstract: The blended winglet is a wing-like device comprising a blended lifting surface attachable to each airplane wing tip so as to achieve minimum induced drag for a given surface size. The device consists of a nearly planar, straight section joined to the wing tip through a curved transition section designed to obtain an optimum aerodynamic loading. Surface streamwise cross sections are airfoils having appropriate thickness, camber and twist variations. In a critical departure from the usual winglet design approach, the sensitive transition section features a smoothly varying chord distribution which blends smoothly and continuously with the wing and with the adjoining straight section. In the transition section the leading edge sweep angle is limited to 65.degree. or less and the airfoil nose camber is correspondingly increased to accommodate the high sweep. The transition section also features limited in-plane curvature (i.e.

Abstract: A wing/winglet configuration, which basically comprises: (a) a wing having upper and lower wing surfaces, a wing leading edge, a wing trailing edge, and a wing tip; and (b) a winglet having upper and lower winglet surfaces, a winglet leading edge, a winglet trailing edge, and a winglet tip, where the winglet is mounted to the wing tip at a winglet/wing tip intersection and extends upwardly from the wing tip Aft portions of the upper wing surface and upper winglet surface are flattened near the winglet/wing tip intersection to substantially reduce flow separation near wing/winglet intersection.

Abstract: A modification kit for the DeHavilland DH-2 Beaver and the DH-3 Otter aircraft. A replacement leading edge is provided for the wing together with replacement droop wing tips and a wing fence. A flap gap seal is provided to close the gap between the trailing edge of the wing and the leading edge of the flaps when the flaps are extended. The addition of these modifications modifies the performing characteristics of the airplane in an enhanced manner, particularly during take off and landing.

Abstract: An outboard control surface for an aircraft. The control surface is operably connected to wing side edges of the aircraft and includes a forward flap and a rearward flap with at least one of the flaps being movable into and out of alignment with the plane of the wing.

Abstract: In an airborne vehicle utilizing tail fins to provide directional control by use of the sideslip maneuver, a variably positionable side force generator airfoil that is positioned in response to the normal load factor of the vehicle to eliminate undesired roll caused by sideslip.

Abstract: An aircraft having a wing with trailing edge control flaps and with upwardly extending winglets at the outer wind ends, the winglets being provided with rudder surfaces, the craft has the usual control stick and left and right foot pedals, is improved by a cable directly connecting the rudder surfaces to the control stick for lateral control of the aircraft through operation of the rudder surfaces by the control stick. Another cable directly connects the trailing edge flaps to the foot pedals for further lateral control operation of the flaps through the foot pedals. The two cables are decoupled from each other and constructed so that the rudder surfaces can be controlled by the control stick even when the foot pedals hold the flaps in position, and the control flaps can be controlled by the foot pedals even if the control stick holds the rudder surfaces in position.

Abstract: The tailplane 6 is mounted to an aircraft by a spigot 7 and is also rotatable about the spigot 7 to provide aerodynamic control. At the same time the tail plane is pivotable about an axis extending generally parallel to the longitudinal axis of the aircraft in order to optimise the tail plane configuration for various speeds.

Abstract: An apparatus and method for increasing the angle of attack operating range of an aircraft is disclosed. The invention comprises a pair of substantially vertical tip fins. Each vertical tip fin has a main portion and an aft portion. The main portion is securely connected to the tip of the airplane wing and has a swept back leading edge. The aft portion comprises a substantially vertical aileron hingedly connected to the main portion of the tip fin for controlling the roll of the aircraft at high angles of attack. A hinge line is formed at the hinged connection which is swept back. The sweeping back of the leading edge and the hinge line is such that at high angles of attack the oncoming airflow becomes nearly perpendicular to the leading edge and the hinge line, thereby increasing the perforamnce of the vertical tip fin when deflected.

Abstract: An aircraft having an upswept tail section fuselage includes a single pair of large vortex generators mounted in the vicinity of the break in the fuselage ahead of or at the beginning of the tail upsweep, each vortex generator being mounted on a side of and adjacent the bottom of the fuselage. The vortex generators, which may be plates or fins, develop strong transverse outflow from the vertical plane of symmetry that relieves or delays the tendency to flow separation by acting on the external flow field while at the same time energizing the boundary layer to increase its resistance to separation. The vortex generator may be thin or slightly thickened, flat or airfoil shaped, and may have triangular, straight, tapered, or reverse tapered planforms and may be rigid or flexible. Either one or both edges may be blunted, although sharp edges are preferred.

Abstract: A kinetic energy projectile intended to be launched toward a selected tar has a projectile body and a plurality of main fins attached to the projectile body to provide stability thereto in flight. A spoiler fin is attached to the projectile body ahead of each associated main fin for reducing the temperature of the main fins during flight of the projectile, and thereby, the burning of the fins in flight. The spoiler fin is adapted and configured to provide the temperature reduction by changing the aerodynamic flow over the edges and surfaces of the associated main fin, and also may be composed of material having a lower coefficient of heat conduction than that of the main fin. A gap of predetermined width is provided between the trailing edge of the spoiler fin and the leading edge of the associated main fin, this width being selected to create recirculating vortices behind the trailing edge of the spoiler fin sufficient to cool the leading edge of the associated main fin.

Abstract: A ground-air-water craft comprises a fuselage body with a passenger compartment mounted thereon, a box-type main wing connected to the fuselage and extending outwardly on both sides thereof, the main wing comprising an upper wing and a lower wing which are substantially horizontal and which have a total wing span in the range of 5 to 10 feet, as well as a right side member and a left side member, each side member extending substantially vertically and connected between the lateral ends of the upper and lower wings on the respective right and left sides of the craft. The craft also comprises a control or canard wing connected to the fuselage and extending outwardly on both sides of the fuselage with a wing span no greater than 10 feet.

Abstract: A vertical and short take-off and landing aircraft comprising a fuselage, a set canard wings, a set of lift fan wings, air deflectors, lift wings, and a pusher propeller. The canard wings are attached forward of the center of gravity to the fuselage. The lift fan wings are attached about the fuselage generally about the center of gravity of the aircraft. The lift fan wings comprise a generally circular duct extending vertically through the wing, a multi-bladed fan mounted for free rotation axially in the duct, and a prime mover connected to the fan for selectively applying rotational torque to the fan. The air deflectors are arranged about the lift fan wing in a louver-type of system for directing even flow of air to the fan. The lift wings are attached to the fuselage aft of the center of gravity of the aircraft and generally at a location vertically higher than the lift fan wings. The pusher propeller is connected to the prime mover and attached to the fuselage aft of the lift Jan wings.

Abstract: A twin-engine supersonic airplane having an arrow-shaped wing and an elongated fuselage extending approximately equally forward and rearward of the wing. The fuselage is configured for six passengers in a staggered two-abreast seating arrangement and for two pilots seated in tandem. A forebody section of the fuselage, which extends substantially forward of the wing, is of a specific geometric cross-sectional design, i.e., it is an egg-shaped cross section with opposite sidewalls sloping vertically inward in an upward direction. The sidewalls are only of a single curvature in a fore-and-aft direction, and this substantially flat surface has windows installed therein which have an optically flat surface in order that a minimum of visual distortion is produced due to thermal expansion during supersonic flight. Twin vertical stabilizers are spaced apart and each is mounted near a wing tip; and the stabilizers extend both vertically above and below the wing chord plane for functioning as wing tip end plates.

Abstract: Method and apparatus for controlling the yaw and pitch of air vehicles at high angles of attack by controlling the vortex pattern around the forebodies of the air vehicles by means of deflecting strakes 11 and 16.

Abstract: In an aircraft exhibiting an undesirable nose-down pitching moment due to a rearward shift of the wing lift acting aft of the characteristic pitch axis of the aircraft as speed increases in a certain speed regime, the vertical member of the tail section is configured to develop an increasing drag. The increasing tail member drag acts in elevation above the horizontal plane that contains the pitch axis so as to develop a counteracting nose-up pitching moment that mitigates the unwanted nose-down pitching component associated with changing wing lift characteristics.

Abstract: The strake fence flap is a device which may be tailored to the aircraft to augment the low-speed lift of canard-configured general aviation aircraft with little or no longitudinal trim change and no cruise drag penalty. The strake fence flap is deployed along the upper surface of each of the strakes on the canard aircraft. The strake fence flap is hinged along its lower edge which allows it to be retracted and extended as needed. In the cruise configuration, the strake fence flap is folded flush with the strake upper surface. For deceleration or landing where increased lift and drag are required, the strake fence flap is extended. The frontal area of the strake fence flap becomes exposed resulting in additional drag. The geometry and positioning of the fence causes the flow to separate from the upper edge of the fence and to roll up into a vortex which trails over the strake. The intense suction which accompanies the vortex acts directly on the strake upper surface, thereby significantly increasing the lift.