The Boeing Company

Other

Peter K Rudolph

Grazyna Balut Ostrom

Douglas L Bader

Maurice E McKinney

Dezso Georgefalvy

Verne L Hudson

An aircraft axisymmetric exhaust nozzle (36) is provided for reducing noise in an intermediate bypass ratio turbofan engine. The nozzle (36) includes a plurality of chute ejectors (38) placed equal distances about the circumference of a nozzle outer structure (46). A translatable centerbody (52) is located within the outer structure (46). The annular space between the outer structure (46) and the centerbody (52) defines a convergent-divergent exhaust duct (56). Each chute ejector (38) includes an inlet ramp (70) rotatably connected to the outer structure (46) along a ramp forward end (78). Each inlet ramp (70) moves between opposed stationary side panels (39) that extend inwardly from the outer structure interior surfaces (50). The side panels (39) are located in longitudinal planes and are triangular in shape. Nozzle aft flaps (114) are used to form the rearmost portions of the nozzle (36). During noise suppression, the inlet ramp (70) is rotated inwardly to allow ambient air (40) to enter the exhaust duct (56) at aspiration ratios of less than 40% of the engine exhaust. When noise suppression is not needed, the inlet ramp (70) is rotated outwardly to a position that is flush and pressure sealed with the outer structure exterior surface (48).

Aircraft chute ejector nozzle

An engine exhaust nozzle (36) is provided for reducing exhaust noise in an intermediate bypass ratio turbofan engine. The nozzle (36) includes a plurality of scoop ejectors (38) placed equal distances about the circumference of a nozzle outer structure (46). A translatable centerbody (52) is located within the outer structure (46). The annular space between the outer structure (46) and the centerbody (52) define a convergent-divergent exhaust duct (56). Each scoop ejector (38) has a forward inlet (71) and an aft outlet (72). The scoop ejectors are rotatably connected to the outer structure (46) at a pivot point located approximately midway along the ejectors. The axes of rotation (82) of the scoop ejectors lie transverse to the nozzle longitudinal centerline. In an open position, the scoop ejectors are rotated so that the inlets (71) extend into the ambient airstream and the outlets (72) extend into the exhaust duct (56). Aft nozzle flaps (114) are used to form the rearmost portions of the nozzle (36). During noise suppression, the scoop ejectors (38) are rotated open to allow ambient air (40) to enter the exhaust duct (56) at aspiration ratios of generally less than 40% of the engine exhaust (42). When noise suppression is not needed, the scoop ejectors (38) are closed by rotating them so that the inlet (71) is flush with the exterior surface (48) and the outlet (72) is in a sealed and flush contact with the inner duct wall (50).

Aircraft scoop ejector nozzle

A fluid mixing apparatus for mixing primary exhaust and secondary airflow in a turbofan engine with provision for changing the ratio of secondary airflow to primary exhaust cross-sectional areas in the mixing plane. The mixing apparatus includes a segmented annulus (50) attached to the aft end of an engine generator casing (24), the annulus having a plurality of segments of which at least a portion are movable segments (52) hingedly connected to the generator. Each movable segment has an inboard position (54) in which the cross-sectional area ratio is increased and an outboard position (56) in which the ratio is decreased. A number of mixing devices (62) are connected to the segments. A repositioning assembly (96) moves the movable segments between their inboard and outboard positions. A first preferred embodiment of the mixing apparatus includes a number of stationary segments (60) interspersed between the movable segments (52). The mixing devices (62) are attached to the stationary segments (60). A second preferred embodiment of the mixing apparatus includes only movable segments (52), with the mixing devices (62) being attached to the movable segments. Expansion mechanisms (96) are provided between adjacent movable segments, as needed.

Aircraft turbofan engine mixing apparatus

A leading edge flap (16) for supersonic transport airplanes is disclosed. In its stowed position, the leading edge flap forms the lower surface of the wing leading edge up to the horizontal center of the leading edge radius. For low speed operation, the vortex leading edge flap moves forward and rotates down. The upward curve of the flap leading edge triggers flow separation on the flap and rotational flow on the upper surface of the flap (vortex). The rounded shape of the upper fixed leading edge provides the conditions for a controlled reattachment of the flow on the upper wing surface and therefore a stable vortex. The vortex generates lift and a nose-up pitching moment. This improves maximum lift at low speed, reduces attitude for a given lift coefficient and improves lift to drag ratio. The mechanism (27) to move the vortex flap consists of two spanwise supports (24) with two diverging straight tracks (64 and 68) each and a screw drive mechanism (62) in the center of the flap panel (29). The flap motion is essentially normal to the airloads and therefore requires only low actuation forces.

Vortex leading edge flap assembly for supersonic airplanes

A supersonic airplane having four or two supersonic engines and one or more boost engines. During take-off and initial climb the supersonic engines are operated at a lower thrust setting within acceptable noise limits, and the subsonic engine(s) is operated to provide boost thrust to enable the airplane to operate a take-off and climb. During cruise, the subsonic engines are in a nonoperating mode, and the supersonic engines alone provide the thrust for supersonic operation. In one embodiment, one subsonic engine is deployed on one side of the fuselage during the operating mode. In a second embodiment, there are two subsonic engines deployed on opposite sides of the fuselage. In another embodiment, a single subsonic engine is installed inside the fuselage.

Supersonic airplane with subsonic boost engine means and method of

A new hinge fairing design for control surfaces such as ailerons, elevators, and rudders. By staggering the two curved hinge fairings, one mounted to the fixed airfoil and the other to the leading edge of the control surface, a curving load path is opened up that allows installation of hinge fittings and actuators without having to make cut-outs in the curved fairings. This principle makes it possible to keep the control surface faired and sealed over its entire span and during its entire motion range. This improves the effectiveness of the control surface. The principle of the present invention is applicable to trailing edge control surfaces of subsonic and supersonic airplanes and is of particular benefit for hinged leading edge flaps on a supersonic commercial transport.

Hinge fairings for control surfaces

An anti-icing system for leading edges of an aircraft. Hot compressed air is discharged from a cavity behind the leading edge, through a multitude of small holes in the leading edge skin into the airflow impinging on the leading edge. In a first embodiment the anti-icing system utilizes part of the air distribution system in existence for a laminar flow control system. Instead of sucking air into the wing, as is done in the laminar flow control mode, the flow is reversed in the anti-icing mode, blowing hot compressed air out of the wing. In a second embodiment the anti-icing system is used solely in the anti-icing mode.

Anti-icing system for aircraft

A highly tapered wing tip extension added to the tip of an existing swept, trapezoidal airplane wing for reducing high speed drag significantly. A smaller, highly swept, extension does not require a leading edge device to protect against low speed stall. A larger, less swept, extension requires a tapered slat for which two mechanisms are presented. The principles of the present invention are also applicable to the design of new aircraft.

High taper wing tip extension

A deicing system for leading edges of an aircraft. There is a hot air supply tube extending along the leading edge, a fan to move air through the tube, compressor to heat the air that is moved through the tube, and pressure release valves. The hot air is discharged from openings in the tube to spray against the internal surfaces of the wall forming the leading edge.

A turboprop propulsion system where there is a core engine driving a power turbine that is connected through a planetary drive transmission to first and second counterrotating propellers. One of the propellers is connected to the ring gear, while the other propeller is connected to the planetary carrier, the sun gear being driven from the power turbine. The apparatus is provided with a substantially continuous gaseous flow path from the inlet to the exhaust nozzle of the engine, with the planetary drive transmission being spaced radially from the flow path. In some embodiments, the planetary transmission is positioned radially inwardly of the flow path, while in other embodiments, it is positioned radially outwardly of the flow path. The propellers can be in either the pusher configuration or the tractor configuration.

Turboprop propulsion apparatus

There is a core engine having a turbine section which is drivingly connected to a single propeller through a planetary transmission. The core engine provides a substantially continuous, axially aligned gaseous flow path from the inlet to the discharge nozzle, with the planetary drive being spaced radially from the flow path. In one configuration, the planetary transmission is spaced circumferentially around the flow path, while in another configuration, it is positioned inside of the annular flow path. The engine is ranged in both a tractor and a pusher configuration.

Single propeller turboprop propulsion apparatus

A deicing system for leading edges of an aircraft. There is a hot air supply tube extending along the leading edge, a fan to move air through the tube, an electric heater to heat the air that is moved through the tube, and pressure release valves. The hot air is discharged from openings in the tube to spray against the internal surfaces of the wall forming the leading edge. In another embodiment, an electric heater is not used, but there is a compressor which in compressing the air raises the air temperature to accomplish the deicing.

Two aileron assemblies at opposite ends of a wing. Each aileron assembly has an aileron airfoil member having a first stowed position for high speed flight, where aerodynamic contours of the airfoil member match those of the wing. Each aileron airfoil member has a second extended position forming a slot with the trailing edge of the wing. Each airfoil member is slide mounted to a track member which is in turn pivotally mounted to wing structure.

Aileron system for aircraft and method of operating the same

An airfoil having a trailing edge flap assembly comprising a flap member having a pair of tracks mounted thereto at spanwise spaced locations. Each track member is operatively connected to a slide member which is in turn mounted to a stationary structure. The flap member is attached to the two track members by means of pivotal links and ball joint connections to alleviate problems relating to wing deflection and also differences in linear movement of the flap member due to conical movement from the stowed to the deployed positions. Other embodiments show specific features relating to the actuating means, the track location, and the slide member location.

Airfoil flap member with flap track member

A flap mounted in a track member for movement between a retracted and an extended position. The track member itself is pivotally mounted at a forward portion thereof for up and down rotational movement. With the flap in its retracted position, upward and downward rotation of the track causes the flap to move to upper and lower cambered positions. The flap member in its extended position forms a slot with the wing, and upward and downward rotational movement of the track changes the deflection angle of the flap member to provide greater or less lift, to optimize the wings for various cruise conditions, to alleviate gust loads and provide improved maneuverability.

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Seattle, WA, United States of America

Peter K Rudolph