Abstract: A vertical take-off and landing aircraft includes a fuselage, a left wing, a right wing, at least one forward thruster, a horizontal stabilizer and a vertical stabilizer. The left and right wings extend from substantially a middle of the fuselage on left and right sides, respectively. The at least one forward thruster is preferably mounted to the fuselage, substantially behind the left and right wings. The horizontal stabilizer extends from a rear of the fuselage. The vertical stabilizer extends from a top of the fuselage at a rear thereof. At least two left lift rotors are retained in the left wing and at least two right lift rotors are retained in the right wing. A second embodiment of the VTOL aircraft includes a fuselage truncated behind the left and right wings with a twin tail empennage.

Abstract: Aircraft that maneuver through large angles ofattack will experience large regions offlow separation over the wing and fuselage. The separated flow field is characterized by unsteadiness and strong vortical flow structures that can interact with various components ofthe aircraf t. These complicated flow interactions are the primary cause ofmost flight dynamic instabilities, airload nonlinearities and flow field time lags. The aerodynamic and the vortical flow structure over simple delta wings undergoing either a pitching or rolling motion is presented. This article reviews experimental information on the flow structure over delta wings and complete aircraft configurations. First, the flow structure of leading-edge vortices and their influence on delta wing aerodynamics for stationary models is presented. This is followed by a discussion of the effect of large amplitude motion on the vortex structure and aerodynamic characteristic ofpitching and rolling delta wings. The relationship between the flow structure and the unsteady airloads is reviewed. The unsteady motion ofthe delta wing results in a modification ofthe flow field. Delays in flow separation, vortex formation, vortex position and the onset of vortex breakdown are all affected by the model motion. These flow changes cause a corresponding modification in the aerodynamic loads. Data is presented which shows the importance offlow field hysteresis in either vortex position or breakdown and the influence on the aerodynamic characteristics ofa maneuvering delta wing. The free-to-roll motion of a double-delta wing is also presented. The complicated flow structure over a double-delta wing gives rise to damped, chaotic and wing rock motions as the angle ofattack is increased. The concept ofa critical state is discussed and it is shown that crossing a critical state produces large transients in the dynamic airloads. Next, several aircraft configurations are examined to show the importance of unsteady aerodynamics on the flight dynamics ofaircraf t maneuvering at large angles ofattack. The rolling characteristics ofthe F-18 and X-31 configurations are examined. The influence ofthe vortical flow structure on the rolling motion is established. Finally, a briefdiscussion ofnonlinear aerodynamic modeling is presented. The importance ofcritical states and the transient aerodynamics associated with crossing a critical state are examined. r 2003 Elsevier Science Ltd. All rights reserved.

Abstract: ☞Introduction and Motivation➣While aerodynamic prediction methods based on CFD are now well established,accurate, and robust, the ultimate need in the design process is to find theoptimum shape which maximizes the aerodynamic performance.➣During the last decade aerodynamic shape optimization methods based oncontrol theory have been perfected for rigid wings with fixed planforms.➣Example: Redesign of the wing of a Boeing 747 with fuselage.

Abstract: A VTOL vehicle including a fuselage with two foldable wings, two tiltable nacelles attached to the wings, a vertical stabilizer, a horizontal stabilizer, and two auxiliary thrusters. Each nacelle contains a system of vanes located at the rear opening thereof, and actuators are provided for extending and retracting the vanes in conjunction with nacelle tilting mechanisms to deflect the airflow over a predetermined range of angles from the horizontal. Each nacelle also contains two rotary engines, each of which directly drives a fan. The fans face each other and operate in counter-rotating directions at the same rotational speed. An alternative embodiment includes two additional nacelles attached to the fuselage instead of having the auxiliary thrusters. A redundant computerized flight control system maintains stability of the vehicle as it transitions from one flight mode to another.

Abstract: A 9 [m/s], (30-ft/s) vertical drop test of a fuselage section of a Boeing 737 aircraft was conducted at the FAA William J. Hughes Technical Center in Atlantic City, NJ. Test was performed to evaluate the structural integrity of a conformable auxiliary fuel tank mounted beneath the floor and to determine its effect on the impact response of the airframe structure. The objective of the test was to determine the interaction between a typical transport aircraft fuselage, particularly its floor structure, and a conformable auxiliary fuel tank under severe, but survivable, impact conditions. The fuel tank used in this test is representative of tanks being installed in narrow-body transport aircrafts. The 3 [m], (10-foot) airframe section from a Boeing 737-200 aircraft was dropped from a height of 4.27 [m], (14-feet) generating a vertical impact velocity of 9 [m/s], (30-ft/s). The airframe test section weight of 3,982.5 [kg], (8780-lb) simulated the load density at the maximum takeoff weight condition. The weight included cabin seats, dummy occupants, and simulated fuel in the 1,892.71 liters, (500-gallon) fuel tank. Structural response data were obtained during the impact from instrumentation installed on the fuselage structure, floor structure, and the fuel tank. The fuselage test section sustained severe damage after the test. Portions of the cabin floor were damaged due to the impact with the auxiliary fuel tank located in the cargo compartment. Portions of the fuselage bottom were crushed by approximately 66 [cm], (26-in). The bottom of the fuel tank was punctured in numerous locations causing fuel to leak out. The strength and rigidity of the fuel tank limited the inherent ability of the fuselage structure to absorb energy crushing during the impact. The test data were used to compare with a finite element simulation of the fuselage structure and to gain a better understanding of the impact physics through analytical/experimental correlation. To perform this simulation, a full-scale 3-dimensional finite element model of the fuselage section was developed using the explicit, nonlinear 3-D Finite Element code, LS-DYNA. The emphasis of the simulation was to determine the structural deformation and floor-level acceleration responses obtained from the drop test of the B737 fuselage section with the auxiliary fuel tank.

Abstract: A rotorcraft and method for providing controlled flight which provides flight in all six degrees of freedom of pitch, roll, yaw, up/down, forward/rear, and left/right. The rotorcraft includes a fuselage with a pair of counter-rotating rotor blade assemblies each having a plurality of radially-extending airfoil shaped blades about a vertically disposed central axis. A rotor drive system mounted to the fuselage includes a motor or engine for rotationally driving the rotor blade assemblies. A rotor blade control system monitors the rotational location of each blade relative to the fuselage and allows a pilot to control respective vertical and horizontal thrust components of the blades corresponding to lift versus drag characteristics of the airfoils during rotation about the fuselage. This is done by changing the pitch angles of the blades and/or by utilizing respective flaps pivotally mounted to the blades to change the effective pitch angle of the blades.

Abstract: A supersonic aircraft comprises a wing, a fuselage, a plurality of fuel tanks contained within the wing and/or fuselage, and a fuel transfer system communicatively coupled to the plurality of fuel tanks and capable of transferring fuel among the plurality of fuel tanks. The aircraft further comprises at least one sensor capable of indicating a flight parameter and a controller. The controller is coupled to the one or more sensors and to the fuel transfer system. The controller can transfer fuel among the plurality of fuel tanks and adjust the aircraft center of gravity to reduce trim drag and increase aircraft range.

Abstract: A vertical take-off and landing miniature aerial vehicle includes an upper fuselage segment (12) and a lower fuselage segment (14) that extend in opposite directions from a rotor guard assembly (16). A rotor (52) rotates within the rotor guard assembly (16) between the fuselage segments(12, 14). Plural turning vanes (28) extend from the rotor guard assembly (16) beneath the rotor (52). Moreover, plural grid fins (26) extend radially from the lower fuselage segment (14) below the turning vanes (28). The aerial vehicle is capable of taking off and landing vertically. During flight, the aerial vehicle can hover and transition between a horizontal flight mode and a vertical flight mode using the grid fins (26).

Abstract: VTOL micro-aircraft comprising a first and a second ducted rotor mutually aligned and distanced according to a common axis and whose propellers are driven in rotation in mutually opposite directions. Between the two ducted rotors are positioned a fuselage and a wing system formed by wing profiles forming an X or an H configuration and provided with control flaps.

Abstract: This paper presents the wave-drag characteristics of an over-the-wing nacelle cone guration. The e ow over the wing is accelerated such that the aerodynamic interference between the nacelle and the wing is critical in the transonic e ight regime.In general, locating nacellesoverthewing causesanunfavorableaerodynamicinterference and inducesa strongshock wave,which resultsina lowerdrag-divergenceMach number. Ifthenacelleislocated at the optimum position relative to the wing, however, the shock wave can be minimized, and drag divergence occurs at a Mach number higher than that for the clean-wing cone guration. Theoretical analyses and experimental measurements demonstrate that a wave-drag reduction can be achieved by locating the nacelle front face near the shock-wave position on the wing.

Abstract: A hybrid method of subgrid FDTD(2,2) with FDTD(2,4) is presented. Both the standard FDTD(2,2) as well as the hybrid technique are applied to shielding effectiveness analysis of a scaled model of a Boeing 757. Also, analysis of EMI generated by personal electronic devices is performed on the same scaled fuselage model.

Abstract: New alloys for potential use in applications such as in lower wing skins and fuselage skins are disclosed. Specifically, Mn-free 2×24 alloys potentially suitable for thick plate and thin plate and sheet applications are believed to be novel and to provide unexpectedly superior properties.

Abstract: A pre-hung aircraft door ( 10 ) and frame assembly ( 60 ) having a monolithic aircraft door ( 10 ) and a monolithic aircraft door frame ( 60 ), a method of manufacturing such aircraft door and frame assembly and a method of installing such aircraft door and frame assembly to the fuselage of an aircraft.

Abstract: The Duffel Bag Airplane is an inflatable flying wing unmanned airborne vehicle (UAV). The fuselage will house everything but the wings. The wing can be rolled up around the fuselage into a small package when deflated for easy transportation, such as by being carried in a duffle bag. Fabric construction, a small internal combustion engine with cooled exhaust, and wing warping controls combine to make the airplane inexpensive and extremely stealthy. All the usual signatures have been suppressed, which allow it to be used to make observations from close range under combat conditions. Control of this airplane is accomplished by warping the wings and is supplemented with stability augmentation.

Abstract: An aircraft designed with three wings located on either side of the fuselage. The forward wing has a downward angle with a curved top and bottom surface. The upper wing is located towards the rear of the aircraft and above the forward wing. The lower wing is located below the upper wing and slightly forward. It is also located to the rear and below of the forward wing. The outer ends of all three wings come into contact at one point. The forward wing uses the Coanda effect to increase the airflow across the top surface of the bottom wing. The aircraft can be designed so that it is large enough to carry people and/or cargo, or to be small enough to be flown as a toy aircraft. The like design can use any type of aircraft engine commonly used today. One embodiment of the aircraft has two turbines, shaft-coupled to a power source, located on either side of the forward end of the fuselage. Each engine has part of its thrust diverted through and directed by a plenum disposed internal of the coanda toward both sides of the fuselage so that an equal amount of thrust flows through the duct and over the wings on either side of the fuselage. This ensures equal lift on the coanda and both wings on either side of the fuselage in the event that one engine malfunctions.

Abstract: An unmanned aerial vehicle, such as a remotely-piloted airplane, includes lift-producing wings that have batteries embedded or otherwise located within them. Locating the batteries within the wings allows more efficient use of the interior space of the unmanned vehicle. Space within a fuselage of the vehicle, which would otherwise be used for batteries, may be used for other components. Alternatively, fuselage, weight and/or size of the unmanned aerial vehicle may be reduced. In addition, locating the batteries within the wings may provide better structural performance of the wings, and/or may allow characteristics of the wings, such as inertia and moments, to be optimized.

Abstract: Transport aircraft, such as a transonic transport aircraft, having fuselages with multipurpose lower decks. In one embodiment, the fuselage is an “area-ruled” fuselage having a first fuselage portion, a second fuselage portion positioned aft of the first fuselage portion and at least proximate to a wing, and a third fuselage portion positioned aft of the second fuselage portion. The first fuselage portion can have a first dimension, the second fuselage portion can have a second dimension less than the first dimension, and the third fuselage portion can have a third dimension greater than the second dimension. The fuselage can further include an upper deck extending at least within the first and second fuselage portions, and a lower deck extending within the first fuselage portion. The upper deck can include a first passenger portion and the lower deck can include a second passenger portion, a cargo portion, or a second passenger portion and a cargo portion.

Abstract: A three-dimensional parallel Euler flow solver has been developed for the simulation of unsteady rotor-fuselage interaction aerodynamics on unstructured meshes. To simulate the unsteady rotor wake effectively, the flow field is divided into a moving zone rotating with the blades and a stationary zone containing the fuselage. A sliding mesh algorithm is applied for the convection of flow variables across the cutting boundary between the two zones. Quasi-unsteady mesh adaptation is adopted to enhance the spatial accuracy of the solution. Mesh deformation due to blade motion in forward flight is handled by using the spring analogy and cell edge-collapsing. Validation of the rotor-alone configuration was made for the AH-1G rotor in forward flight. The rotor-fuselage interaction study was made for flow around the Georgia Tech configuration and the ROBIN fuselage. It is shown that the present method is efficient and robust for the prediction of complicated unsteady rotor-fuselage interaction phenomena.

Abstract: A vertical takeoff and landing aircraft, which includes pivotal wing and engine assemblies on a fuselage with tail assemblies extending from each of the wing assemblies and the engines being operable in turbo prop or pure jet mode, wherein the aircraft is configured such that it can be landed or taken off vertically or in a horizontal mode along a runway.

Abstract: The high load intensities and elevated temperature in the wing and fuselage of a supersonic transport aircraft will result in bolted joints stack-up thickness much greater than the current subsonic transport aircraft. Bolt bearing– bypass tests were conducted to develop a database and a bearing–bypass stress interaction for the design community. All test coupons are IM7/PETI-5 quasi-isotropic laminates (64 plies) with a bolt-hole for a 0.95 cm diameter fastener. Static tests were conducted at room temperature as well as at 177 C. Thermo-mechanical fatigue tests were conducted using a typical supersonic transport flight spectrum loading. Short-term creep tests,of 250 h,indicated that IM7/PETI-5 quasi-isotropic (64 plies) laminates has improved properties over IM7/K3B. Long-term creep tests, of 10,000 h, demonstrate that IM7/PETI-5 is highly creep resistant for long periods. Test results also show that these composites experience very little hole elongation before failing in a bearing mode.

Abstract: Methods and apparatuses for rotatably supporting movable components, including canards. An apparatus in accordance with one embodiment of the invention includes an airfoil configured positioned external to an aircraft fuselage. A connecting portion can depend from the airfoil portion and can have an attachment portion configured to attach to an aircraft internal to the aircraft fuselage. Rollers carried by one of the connecting portion and the fuselage can rotatably contact a track carried by the other of the connecting portion and the fuselage.

Abstract: The horizontal and vertical take-off and landing plane with tilted front rotary wing includes fuselage, tilted front rotary wing installed via the duck wing, main fixed wing installed in the middle part of the fuselage, and vertical tail wing in the tail part of the fuselage or back rotary wing on raised structure and comprising two di-blade rotary wings rotating coaxially and oppositely. Duringits vertical take-off, the tilted front rotary wing in the upward position and the back rotary wing produce upward lift force; and in horizontal flight, the tilted front rotary wing produces forward pulling force more effectively while the back rotary wing is locked in the least resistance position aligning to the central line of fuselage.

Abstract: A data network includes a plurality of network devices, a plurality of physical transmission lines each coupled to a respective one of said plurality of network devices, and a network hub coupled to each of said plurality of physical transmission lines. The network hub has a removable and replaceable termination element providing signal connectivity between selected ones of said plurality of transmission lines. In one embodiment, the data network is installed within an aircraft including a fuselage, an empennage connected to the fuselage, a lift-generating surface coupled to the fuselage, and at least one engine for propelling the aircraft.

Abstract: A composite isogrid panel design for application to a rotorcraft fuselage is presented. An optimum panel design for the lower fuselage of the rotorcraft that is subjected to combined in-plane compression and shear loads was generated using a design tool that utilizes a smeared-stiffener theory in conjunction with a genetic algorithm. A design feature was introduced along the edges of the panel that facilitates introduction of loads into the isogrid panel without producing undesirable local bending gradients. A low-cost manufacturing method for the isogrid panel that incorporates these design details is also presented. Axial compression tests were conducted on the undamaged and low-speed impact damaged panels to demonstrate the damage tolerance of this isogrid panel. A combined loading test fixture was designed and utilized that allowed simultaneous application of compression and shear loads to the test specimen. Results from finite element analyses are presented for the isogrid panel designs and these results are compared with experimental results. This study illustrates the isogrid concept to be a viable candidate for application to the helicopter lower fuselage structure.

Abstract: The paper presents a comparison of experimental noise data measured in flight on a two-engine business jet aircraft with Kulite microphones placed on the suction surface of the wing with computational results. Both a time-domain discontinuous Galerkin spectral method and a frequency-domain spectral element method are used to simulate the radiation of the dominant spinning mode from the engine and its reflection and scattering by the fuselage and the wing. Both methods are implemented in computer codes that use the distributed memory model to make use of large parallel architectures. The results show that trends of the noise field are well predicted by both methods.

Abstract: The effects of nonaxisymmetrical fuselage design for reducing the drag of a low-sonic-boom airplane are investigated by computational fluid dynamics (CFD) analyses and verified in wind-tunnel tests. The nonaxisymmetrical fuselage design, in which the upper side of a fuselage is designed for low drag whereas the lower side is designed for low sonic boom, is applied to the design of a Mach 1.7 scaled supersonic experimental airplane. The designed airplane is compared with a low-drag airplane and a low-sonic-boom airplane with an axisymmetrical fuselage