Thus, it is intended that the present invention cover the modifications and variations of the invention, provided they come within the scope of the appended claims and their equivalents. This in turn helps increase the lift generated by the lower wing 26. For some types of aircraft the design process is regulated by national airworthiness authorities. The same terms employed in the prior art may be broader in meaning than specifically employed herein. By extending the Kruger flap or opening the Kruger flap, the location of the vortices can be moved forward.
They agree to comply with the regulations set by the regulatory bodies, understand the limitations of the aircraft as specified by the manufacturer, report defects and assist the manufacturers in keeping up the airworthiness standards. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed. Even with the greatest attention to airworthiness, accidents still occur. With the rise of programming languages, engineers could now write programs that were tailored to design an aircraft. The thrust 63 running through the coanda duct 65 exits the coanda duct 65 through an opening 67 near the trailing edge of the coanda 22 on the same side of the fuselage 14 as the engine 58 that generated the thrust 63. The wing area will usually be dictated by the desired but the overall shape of the and other detail aspects may be influenced by wing layout factors.
The abstract is neither intended to define the invention of the application, which is measured by the claims, nor is it intended to be limiting as to the scope of the invention in any way. The contour of the surfaces could then be altered to adjust the high and low pressure areas around the wings and provide control of the aircraft. Even after simplification, the calculations continued to be extensive. This may be necessary to help the handling characteristics of the aircraft 12. This helps provide an even lift on either side of the fuselage 14 in the event that one of the engines 58 is lost or malfunctions. When the aircraft reaches the desired altitude, the saddle shunts can then be closed so that the thrust from the engines flows through the duct work located in the fuselage out the rear of the aircraft.
These vortices rotate in a counter-clockwise direction when looking from the end of the wings towards the fuselage of the plane. In an alternate embodiment, the aircraft can be maneuvered by changing the contour of the surfaces of the coanda 22, upper wing 24 and lower wing 26. The various weights are used to then calculate the center of mass of the entire aircraft. This enables the aircraft 12 to be maneuvered without creating any drag inherent with conventional controlled surfaces. The top and bottom surfaces 30 and 32 of the coanda 22 are curved. The aircraft manufacturer makes sure that the aircraft meets existing design standards, defines the operating limitations and maintenance schedules and provides support and maintenance throughout the operational life of the aircraft.
Noise also arises from the airframe, where the airflow directions are changed. The thrust 63 from the crossover duct 64 is then injected into the coanda duct 65 where it mixes with the thrust 63 from the opposite engine 58 and exits out the opening 67 in the coanda 22 on the opposite side of the fuselage 14. The wing design can be used on aircraft capable of carrying passengers and cargo as well as on model aircraft built and designed without the capability of carrying passengers or cargo to be flown for recreation. Major structural and control analysis is also carried out in this phase. Also, the tail and the leading and trailing edge of the wing typically contain the control surfaces which are used to maneuver and turn the aircraft. As the airspeed of the aircraft 12 increases, the location of the vortex 106 migrates aftward underneath the upper wing 24. The accompanying drawings, which are incorporated herein by reference, and which constitute a part of this specification, illustrate certain embodiments of the invention and, together with the detailed description, serve to explain the principles of the present invention.
Vortex 106 further compresses the air between the vortex 106 and the upper wing 24, thus increasing the density of the air in that region and the lift generated by the upper wing 24. There are three wings located on either side of the fuselage 14. By reducing the disturbance made to the air, the passage of the aircraft is smoother and more efficient. I think I know what he was getting at. Environmental scientists have voiced concern over the main kinds of pollution associated with aircraft, mainly noise and emissions. This would divert the thrust from the engines 58 so that it ran through the crossover duct 64 and coanda duct 65, out the openings 67 near the trailing edge of the coandas 22 and over the top surface 34 of the lower wing 26.
The thrust would then be diverted by the thrust diverters 66 located on either side of the aft end 18 of the fuselage 14. The present invention has three wings located on either side of the fuselage. All aerodynamic, structural, propulsion, control and performance aspects have already been covered in the preliminary design phase and only the manufacturing remains. The upper wing is mounted higher on the fuselage and towards the rear in relation to the coanda. The airflow over these wings provides the lift required to raise the aircraft off of the ground. It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only, and are not restrictive of the invention as claimed.
With the development of advanced computing, analysis and design techniques, that very quickly assess the effectiveness of the prototypes, this process is being used to achieve significant weight and aerodynamic savings. The present invention can be incorporated into a powered aircraft or glider. Airports may also impose limits on aircraft, for instance, the maximum wingspan allowed for a conventional aircraft is 80 m to prevent collisions between aircraft while taxiing. Space limitations, pavement design, end safety areas and the unique location of airport are some of the airport factors that influence aircraft design. These together with other objects of the invention, along with the various features of novelty which characterize the invention, are pointed out with particularity in the claims annexed to and forming a part of this disclosure.
Historically design teams used to be small, usually headed by a Chief Designer who knows all the design requirements and objectives and coordinated the team accordingly. The present invention can be used on aircraft designed to passengers and cargo as well as model or toy aircraft designed to be flown as recreation or a hobby. Aerodynamic flaws and structural instabilities if any are corrected and the final design is drawn and finalized. With the introduction of personal computers, design programs began employing a more user-friendly approach. The present inventor has two prior patents relating to wing designs which diverge from the typical modern aircraft design. Aircraft are sometimes designed with emergency in mind, for instance the has a 'ditching' switch that closes valves and openings beneath the aircraft slowing the ingress of water. It achieves the same effect of massively increasing the wingspan of the aircraft, but without the added weight.