Northrop Grumman Systems Corporation

Allen A Arata

David H Graham

Daniel Richard Rihn

Jeffrey Ruiz Mendoza

William David Bard

David Gerard Mazur

Douglas Edward Wood

Gary Joseph Walz

A propeller for an aircraft having a fuselage and a pair of fixed wings includes a mounting member secured to at least one wing. At least one blade is rotatably connected to each mounting member and has an airfoil shape. The at least one blade is in a locked condition during take-off and landing of the aircraft extending parallel to a leading edge of the wing and in an unlocked, rotating condition during flight for propelling the aircraft.

Quiet slat propeller

An elastomeric transition for spanning a gap between first and second surfaces on an aircraft includes an elastomeric skin. A first skin edge is configured for attachment to the first surface and a second skin edge is configured for attachment to the second surface. The elastomeric skin has a longitudinal dimension, coincident with the gap, which is significantly longer than a distance between laterally corresponding points on the first and second skin edges. At least one continuous rod is coupled at one end to a selected first point on the first surface and at another end to a selected second point, spaced apart from the first point, on the second surface. The at least one continuous rod is configured in the elastomeric transition to run along the gap such that the rod extends at an acute angle in relation to both the first and second skin edges.

Elastomeric transition

A helicopter rotor assembly with vertically staggered blades is disclosed. Each blade travels in a rotational path which does not cross the rotational paths of the other blades. This arrangement reduces noise because each blade travels in a path which avoids turbulent or disturbed air from the preceding blades. In one embodiment, the blades are arranged from the lowermost blade to the uppermost blade such that each blade following the lowermost blade will be above the blade in front of it. Since each blade pushes air down to create lift, this vertically staggered arrangement allows the blades to travel through less disturbed air.

Vertically staggered helicopter rotor blade assembly

Hypersonic aircraft having a lateral arrangement of turbojet and SCRAMjet engines are disclosed. The SCRAMjet engines may be positioned laterally outboard of the turbojet engines. In one embodiment, the turbojet inlet and outlet openings may be covered during use of the SCRAMjets in order to provide compression and expansion ramps for the laterally adjacent SCRAMjet engines. The side-by-side arrangement of the turbojet and SCRAMjet engines reduces the vertical thickness of the aircraft, thereby reducing drag and potentially increasing performance.

SCRAMjet arrangement for hypersonic aircraft

A nose cap and control strut assembly for supersonic aircraft is disclosed. In one embodiment, the nose cap extends forward from the nose of the aircraft to deflect shock waves and decrease draft during supersonic flight. In another embodiment, control struts extending from the nose of the aircraft have control surfaces which provide yaw and pitch control for the aircraft. The control struts may be rotatable around axes substantially parallel with the longitudinal axis of the aircraft. The control struts may also be retractable into the aircraft. The nose cap may be mounted at the forward ends of the control struts in such a manner that the nose cap remains in a stationary position with respect to the aircraft when the control struts are rotated.

Movable nose cap and control strut assembly for supersonic aircraft

A rotatable leading edge for the fuselage and wings of an aircraft is disclosed. The leading edge may be rotated from an undeflected or retracted position adjacent to the fuselage and wings to a deflected or extended position. In the extended position, the leading edge increases lift of the aircraft at low speeds. In the retracted position, gaps associated with the leading edge are avoided.

Aircraft with rotatable leading edge of fuselage and wings

An extendable leading edge for the fuselage and wings of an aircraft is disclosed. The leading edge may be extended from a retracted position adjacent to the fuselage and wings to an extended position. In the extended position, the leading edge increases lift of the aircraft at low speeds. In the retracted position, gaps associated with the leading edge are avoided.

Aircraft with extendable leading edge of fuselage and wings

An articulated leading edge for the fuselage and wings of an aircraft is disclosed. The leading edge may be moved from an undeflected or retracted position adjacent to the fuselage and wings to a deflected or extended position. The leading edge includes fuselage and wing portions which are articulated with respect to each other. The fuselage portion of the leading edge may be rotated around an axis near the nose of the aircraft. When the fuselage portion is rotated, the region between the fuselage portion and wing portion of the leading edge bends and the wing portion is elevated with respect to the wing. In such an extended position, the leading edge increases lift of the aircraft at low speeds. In the retracted position, gaps associated with the leading edge are avoided.

Aircraft with articulated leading edge of fuselage and wings

The invention is a helicopter that includes a fuselage with a longitudinal axis, a main rotor and tail rotor; and right and left wings mounted to said fuselage. The right and left wings having at least a portion of which are rotatable from a horizontal position wherein they produce lift in forward flight, to an at least partially downward position wherein they act as landing struts.

Compound helicopter with combined wings and landing struts

A system for providing aircraft thrust includes a compressor, operable to take in a quantity of air, reduce the volume of the air to generate compressed air, and to deliver the compressed air to a tank. The tank is coupled to the compressor and is operable to receive the compressed air, store the compressed air, and deliver the compressed air to a nozzle mounted externally to the aircraft. The nozzle is operable to receive the compressed air and discharge the compressed air to provide thrust for the aircraft.

Rechargeable compressed air system and method for supplemental aircraft thrust

There is provided an aircraft which can minimize its radar signature emission. Such aircraft comprises a fuselage having a lower fuselage portion. An internal fuselage cavity is defined within the lower fuselage portion and contains all landing gears and bombs therein. Moreover, a cavity-enclosing door is engaged to the lower fuselage portion. This specific cavity-enclosing door may form a closed position relative to the internal fuselage cavity to enclose all of the landing gears and bombs therein. In this respect, enclosure of all of the landing gears and bombs solely through the cavity-enclosing door may minimize the radar signature emission from the fuselage.

Multi-purpose aircraft cavity

Aircraft

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

Single surface independent aircraft control

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.

Aircraft vertical tail with shadowed base

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

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Los Angeles, CA, United States of America

Allen A Arata