Aerion Corporation

Other

Richard R Tracy

James D Chase

Ilan Kroo

Peter Sturdza

Aircraft configured to operate at Mach numbers from above 0.80 and up to 1.2 with wing sweep angles defined by the wing outboard leading edge of less than 35 degrees, and incorporating calculated values of the ratio of outboard wing panel aspect ratio raised to an exponent of 0.78, divided by the ratio of maximum thickness divided by chord (t/c), greater than about 45, characterized by one of the following: a) where maximum thickness divided by chord (t/c) is at a location approximately 70% of the distance outboard from the attaching aircraft body to the wing tip, or b) where maximum thickness divided by chord (t/c) is the average value of (t/c)'s located between approximately 50% of the distance outboard from the attaching aircraft body to the wing tip.

Laminar flow wing optimized for transonic cruise aircraft

On an aircraft designed for maximum efficient cruise speed in the range from about Mach 0.8 to about Mach 1.2, and having fuselage and wings with: (a) less than about 25 degrees of leading edge sweep, in combination with airfoil thickness to chord ratios between about 3% and about 8%, as an average along the wing semi-span outboard from the zone of substantial fuselage influence, and (b) wing leading edge sweep between about 20 degrees and about 35 degrees, in combination with airfoil thickness to chord ratios equal to or below about 3% as an average along the semi-span outboard from the zone of substantial fuselage influence to the wing tip.

A method of providing an aircraft having a fuselage and a wing configured for extensive laminar flow at design cruise conditions, the method characterized by a) providing wing biconvex-type airfoils having values of thickness, chord and shape along the wing span which provide substantially optimal aircraft range at design cruise conditions, considering the influences of wing drag and wing weight; b) providing wing leading edges, which are configured to effect laminar flow; c) providing fuselage and wing contours which, in combination, produce reduced total wave drag and produce extensive areas of laminar boundary layer flow on the wing; and d) providing wing sweep angularity that facilitates provision of a), b) and c).

Laminar flow wing optimized for supersonic cruise aircraft

An aircraft includes a fuselage, thin supersonic wings on the fuselage, there being trailing edge flaps carried by the wings, the flaps configured to provide flap deflection to simultaneously control wing twist and to reduce drag, when the aircraft is operated at subsonic flight conditions.

Lift and twist control using trailing edge control surfaces on supersonic laminar flow wings

In combination, an aircraft wing and fuselage, comprising the wing having camber at or near the wing leading edge which has blunted sharpness and low sweep angle, and the fuselage having indentation along the wing side thereof, and lengthwise of the fuselage.

Laminar flow wing for transonic cruise

An aircraft, comprising a fuselage having an elongated, narrow forward portion, a main wing carried by a rear portion of the fuselage, a canard wing carried by said fuselage forward portion and having swept back leading and trailing edges tapering toward a tip or tips, the canard wing having less lifting surface than the main wing.

Highly swept canard with low sweep wing supersonic aircraft configuration

A wing in combination with a fuselage having a body which is elongated in the direction of flight, the wing having physical parameters [comprising a wing having a relatively unswept and sharp leading edge, smooth convex chordwise contour over a majority of its surface from the leading edge, and a thickness to chord ratio of about 2% or less as a spanwise average, beyond a spanwise distance from the fuselage centerline of not more than about C/2.beta. on each side of the body, where .beta.=.sqroot.M.sup.2 -1, M=cruise Mach number, C=wing chord at centerline, and wherein the thickness to chord ratio over the above referenced spanwise distance is increased substantially over 2%,] to benefit strength, stiffness, weight, interior volume, and laminar boundary layer stability, and limited only by the extent to which the increase in volume drag which would otherwise occur is substantially eliminated by the body having indentation proximate the wing, the wing thickening and body indentation being characterized by one of the following:

Aircraft wing and fuselage contours

A supersonic flight aircraft having a longitudinally forwardly extending fuselage having an axis in the direction of flight, and a wing, and which comprises the wing extending generally laterally relative to the axis, and having a leading edge angled forward or rearwardly relative to a normal to the axis at an angle , and the wing having leading edge sharpness defined by upper and lower wing surfaces, which taper toward the leading edge to define an angle .delta., closely proximate the leading edge at all spanwise locations; the angle and sharpness .delta. characterized in that at design supersonic cruise flight conditions, the wing has an attached shock, that is, the forwardmost shock wave produced in association with the wing extends generally along or rearwardly of the leading edge, whereby laminar boundary layer conditions are maintained over the leading edge and adjacent the surface of the wing; there being flap means associated with the wing leading edge that comprises upper and lower leading edge skins capable of being controllably expanded chordwise, a structure between the skins, which permits the chordwise expansion of the skins, and means for causing relatively greater chordwise expansion of the upper skin than the lower skin, to generate downward defection of the leading edge.

High-efficiency, supersonic aircraft

A supersonic flight aircraft having a longitudinally forwardly extending axis in the direction of flight, and a wing, comprising a wing extending generally laterally relative to the axis, and having a leading edge angled forward or rearwardly relative to a normal to the axis at an angle .lambda., and the wing having a maximum thickness t; the angle .lambda. and thickness t characterized that in that in supersonic flight conditions, the forwardmost shock wave produced in association with the wing extends generally along or rearwardly of the leading edge, whereby laminar airflow conditions are maintained over the leading edge and adjacent the surface of the wing.

A supersonic flight aircraft having a longitudinally forwardly extending axis in the direction of flight, and a wing, comprising a wing extending generally laterally relative to the axis, and having a leading edge angled forward or rearwardly relative to a normal to the axis at an angle .OMEGA., and the wing having a maximum thickness t; the angle .OMEGA. and thickness t characterized that in that in supersonic flight conditions, the forwardmost shock wave produced in association with the wing extends generally along or rearwardly of the leading edge, whereby laminar airflow conditions are maintained over the leading edge and adjacent the surface of the wing.

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Carson City, NV, United States of America

Richard R Tracy