JP2000291490A - Thrust reservoir of specific contour for gas turbine engine and nozzle silencer with lobe - Google Patents

Abstract

PROBLEM TO BE SOLVED: To reduce engine noise to a moderate degree by making a blocker door of a specified contour form adjacent to a nozzle with a lobe, and forming an outer surface with a substantially continuous lobe, when the blocker door of the specific contour form is put in a storing position. SOLUTION: Rear parts 40 of blocker doors 34, 36 of a specific contour form are formed, corresponding to the form of the front of a nozzle 32 with a lobe in a storing position, where the blocker doors 34, 36 of the specific contour form and the front of the nozzle 32 with a lobe overlap. Thus, when the blocker doors 34, 36 are put in the storing position, the rear parts 40 of the blocker doors 34, 36 with a lobe or of the specific contour form are aligned with the nozzle 32 with a lobe and adjacent thereto, to form an outer surface with a substantially continuous lobe. This outer surface is formed aerodynamically, so that the nozzle 32 with a lobe accelerates mixture of ambient air and engine exhaust, and mixing or noise reduction effect can be provided.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

[0001] The present invention relates to a gas turbine engine. More specifically, the present invention relates to a thrust reverser and a silencer mechanism of a gas turbine engine.

[0002]

BACKGROUND OF THE INVENTION The use of aircraft powered by gas turbine engines has expanded significantly over the last few decades, especially in urban areas. As a result, the U.S. government is imposing stricter gas turbine engine noise regulations to reduce noise pollution from airports and jet aircraft flying overhead, with the newest regulations being stage III of the Federal Aviation Administration. is there.

[0003] Most older generation aircraft have Stage II
Gulfstream (R) GII, GII, which does not meet the I noise standard and is a general business class
Some jets, such as B and GIII, have a turbofan engine with a low bypass ratio (especially having a high jet speed), which greatly exceeds the noise standard. Other somewhat larger jets, such as the Boeing MD-80.RTM., Have lower noise, higher bypass ratio engines, but have lower noise engines. Even so, the noise level of many jets is still high.

[0004] For example, an MD-80 (registered trademark) jet has two fuselage-mounted JT8D-219 (registered trademark) gas turbine engines manufactured by Pratt & Whitney. These engines meet some of the Stage III noise criteria, but not others. More specifically, in the MD-80® jet aircraft, sideline and low altitude flight noise is about 0.3 dB above the Stage III noise standard. This 0.3 dB value is an accidental low, but in order to meet the Federal Aviation Administration's Stage III noise standard, some noise reduction equipment must be provided to the MD-80® jet. is there.

[0005]

Unfortunately, many gas turbine engine silencers are designed for high noise, low bypass ratio engines and must reduce gas turbine engine noise by 10 to 12 dB. Achieving this level of noise reduction is advantageous for any type of aircraft, but generally at the cost of loss of flight performance.

For example, to mitigate the noise problem,
For some Gulfstream® jets, it may be advantageous to provide a rear-mounted mixer-ejector silencer. This type of silencer is typically formed from an ejector shroud paired with a lobed mixer that replaces the gas turbine engine circular exhaust nozzle. When properly exhausted from the engine, the engine exhaust flows through the lobed mixer and into the exhaust shroud. At this time, cooler, slower ambient air outside the engine flows through the space between the shroud and the mixer, over the lobed mixer, and into the exhaust shroud. The lobed mixer rapidly mixes the ambient air with the engine exhaust, creating a uniform flow, cooling and slowing the engine exhaust by the time the mixture of ambient air and engine exhaust exits the ejector shroud. This reduces the noise output of the engine and, in fact, increases the useful thrust. At the same time, however, the lobed mixer extends into the exhaust stream, which slightly increases engine drag, resulting in the highest flight performance with a loss of about 7%.

[0007] Such losses are not a problem for smaller private aircraft such as Gulfstream® jets, but for larger commercial aircraft such as MD-80®. Very disadvantageous. A 7% loss in flight performance costs the airline companies a lot of extra fuel and reduced range. In addition, MD-80 has a relatively high bypass ratio (i.e., low jet velocity) engine, and may have a relatively high bypass ratio (i.e., supersonic jet velocity) engine as described above. The designed silencer is MD-80
It does not work very well with the high bypass ratio engine. For example, they do not absorb the required noise frequencies and probably do not provide adequate exhaust and ambient air mixing effects.

[0008] Furthermore, MD-80® aircraft and similar aircraft are already meeting the Stage III noise standards and are functioning perfectly in other respects than the Stage III noise standards, so that An expensive silencer that requires replacement of engine accessories is MD-8
There is little need to install it on a 0® jet. For example, a rear-mounted mixer / ejector-type silencer is a Pratt & Whitney JT8D
It is not applicable to post-exit or bucket thrust reversers, such as those found in -219 gas turbine engines.

According to the description, a thrust reverser is a mechanical device that is deployed to change the direction of exhaust gas from a gas turbine engine immediately after landing on an aircraft. All thrust reversers are typically deployed during the landing phase. After the nose wheel touches down (commonly referred to as a rollout), the thrust reverser can greatly reduce the run distance required to slow the aircraft to guidance speed. The thrust reverser is also used in bad weather when the runway freezes and the aircraft brakes are not effective. The conventional post-exit type thrust reverser 20 as shown in FIGS. 1 and 2 is a pair of bucket doors 2 that extend rearward of the engine after the engine exhaust is discharged from a circular exhaust nozzle.
The direction of engine exhaust is shifted via 4 and 26.

As should be appreciated, in order for a mixer / ejector type silencer to function, it must be mounted at the exhaust end of a gas turbine engine. In the case of the Pratt & Whitney JT8D-219 gas turbine engine, such a silencer would have to be installed in roughly the same engine space as occupied by a post-exit thrust reverser. Must. This is, of course, not applicable, and the post-exit thrust reverser must be replaced (at the expense of extra unnecessary costs) or another type of silencer must be used.

Accordingly, it is a primary object of the present invention to provide a unique profiled thrust reverser for use in gas turbine engines that minimizes engine noise while minimizing aircraft flight performance loss. An object of the present invention is to provide a nozzle silencer with a lobe.

Another primary object of the present invention is to provide a unique thrust reverser and noise reduction mechanism applicable to conventional post-exit thrust reversers with minimal replacement of conventional thrust reverser components. Is to do.

More specifically, when the blocker door is in the pre-deployment stowed position, the blocker door having a lobed rear adjacent to the complementary lobe of the lobed nozzle is attached to a conventional post-exit thrust reverser. To provide.

Further, another object of the present invention is to provide:
It is an object of the present invention to provide a unique pair of thrust reverser sublockers that are aerodynamically applicable to a lobed nozzle silencer.

[0015]

In order to solve the above problems and achieve the above objects, the present invention discloses a combination of a thrust reverser having a specific contour shape and a nozzle silencer with a lobe. A thrust reverser and a lobed nozzle silencer with a specific profile are used in gas turbine engines that have a conventional post-exit thrust reverser and require only moderate noise reduction. A specific profile thrust reverser and a lobed nozzle silencer consist of a conventional tailpipe frame terminating at the lobed nozzle, with a conventional thrust reverser mechanism supporting a pair of specific profile blocker doors. ing. Functionally, the lobed nozzle replaces the conventional circular exhaust nozzle of a gas turbine engine, and the blocker door with a specific profile replaces the conventional thrust reverser sublocker door of the engine.

In the deployed position, the blocker door is
It is located behind the lobed nozzle and is located in the deployed position by the thrust reverser mechanism. In this case, the pair of blocker doors are adjacent to each other, thereby forming a forward-facing scoop, which causes the engine exhaust discharged from the lobed nozzle to change its direction toward the front of the engine.

In the storage position, the blocker door is
It is typically located on the tailpipe frame in front of the lobed nozzle and is substantially aligned with the engine cover. The rear of the blocker door overlaps the outer front of the lobed nozzle, and the shape of the rear of the blocker door is shaped to correspond to the shape of the outer front of the lobed nozzle. The specific contoured rear of this blocker door is adjacent to the non-overlapping rear of the lobed nozzle, thereby providing an aerodynamic arrangement that helps mix ambient air and engine exhaust to reduce engine noise. It provides a reduced substantially continuous outer surface. In this way, the overlapping lobed nozzle and the adjacent blocker door of specific contour shape,
It provides mixing and noise reduction capabilities substantially equivalent to those provided by the lobed nozzles themselves.

The means for solving the problems and other features, outlines, and advantages of the present invention can be better understood from the following description, claims, and accompanying drawings.

[0019]

3 to 11 show a preferred embodiment of a thrust reverser having a specific contour and a nozzle silencer with lobe 30 (hereinafter referred to as silencer) constructed according to the present invention. The main components of the silencer 30 are a lobed nozzle 32 for mixing ambient air and engine exhaust, and a pair of bucket-type blocker doors 34, 36 with a specific profile. In the storage position, the blocker doors 34, 36 having the specific contour shape are used.
Is located in a state of being retracted rearward on the frame 38 of the tail pipe. Blocker door 3 with specific contour
4 and 36 necessarily overlap the front of the lobed nozzle 32, and the shape of the rear 40 of each blocker door 34, 36 is formed to correspond to the shape of the front of the lobed nozzle 32. Have been. Lobeed nozzle 32 and overlapping blocker doors 34, 36
Provide an aerodynamically shaped outer surface that is aligned with, adjacent to, and facilitates mixing and noise reduction of the lobed nozzles 32. When the blocker doors 34, 36 are in the deployed position, the pair of blocker doors 34, 36 are
Located diagonally and in contact with each other. In this deployed position, the blocker doors 34, 36 divert the direction of engine exhaust exiting the lobed nozzle generally forward of the engine.

FIGS. 4 to 11 show detailed views of the silencer 30. FIG. The silencer 30 comprises a conventional tailpipe frame 38 and a lobed nozzle 32 attached to the rear end of the frame 38, the lobed nozzle 32 and the tailpipe frame 38 being joined together. An axial space or bore 42 is defined. The front end of the frame 38 is arranged for attachment to the main front of the engine 44 (via welding, connectors or similar methods). Conventional thrust reverser operating mechanism 4
6 are mounted on both sides of the frame 38 and extend rearward therefrom. The blocker doors 34, 36 having a specific contour are held and supported between a pair of operating mechanisms 46 via a pair of front connection arms 48 and a pair of rear connection arms 50. Preferably, the profiled blocker doors 34, 36 directly replace the conventional non-profiled blocker doors of the thrust reverser. The operating mechanism 46 includes the blocker doors 34, 36.
Is controlled by hydraulic pressure so as to be located at the storage position illustrated in FIGS. 4 and 6 or the deployment position illustrated in FIGS. 5 and 7.

Many different conventional post-exit thrust reversers can be used with the silencer 30 of the present invention. Suitable thrust reverser mechanism (JT8D-21 manufactured by Pratt & Whitney)
9® gas turbine engine. )
Is disclosed in U.S. Pat. No. 4,005,836. The entirety of this patent is incorporated herein by reference. See U.S. Patent No. 4,005,836 for more details regarding the operation and structure of the actuation mechanism.

The lobed nozzle 32 is a means for at least partially mixing engine exhaust (discharged out of the lobed nozzle 32 from the bore or space 42) with ambient air flowing over the outer surface of the lobed nozzle 32. Is provided. The lobed nozzle 32 has 12 lobes 5
2, a shallow lobe specifically designed to cooperate with the counterflow profile downstream of the internal mixer system found in larger gas turbine engines, such as the Pratt & Whitney JT8D-219 engine. It is desirable to use Robe 52
Enables significant low-frequency jet noise to be reduced while minimizing the generation of high-frequency noise. Preferably, the penetration (in space 42) is about 40%, the outer lobe angle is about 6.8 degrees, and the lobe angle is modest. According to the test results so far,
Twelve lobes were found to provide a good balance between noise reduction and flight performance loss minimization.

For a preferred lobed nozzle 32,
Further details are disclosed in U.S. Pat. No. 5,884,472 and further in U.S. Pat. No. 5,761,900. The entirety of both patents is set forth herein for reference.

Referring to FIGS. 11-15 of US Pat. No. 5,884,472, the lobed nozzle 32 of the present invention includes an alternating deep penetration illustrated in US Pat. No. 5,884,472. It can also be formed from 12 ring-shaped shallow lobes 130a without 130b. These shallow lobes are described in US Pat. No. 5,761,
900 is substantially similar to the lobe disclosed in US Pat. No. 5,761,900, whereas the lobed nozzle 32 disclosed in US Pat. Except for having twelve lobes 52, the lobed nozzle 32 of the present invention differs from the lobed nozzle 30 illustrated in FIGS. 2-6 of US Pat. Substantially similar. More specifically, each of the twelve lobes 52 of the lobed nozzle 32 of the present invention includes a mixing lobe 30a illustrated in FIGS. 4-5 and 6A-6H of US Pat. No. 5,761,900; Preferably they are substantially similar. Advantageously, their appearance is shown in FIG.
9 through 10 and very similar to the embodiments of the invention shown in FIGS. 10A-10H.

It should be appreciated that the different system features to be mentioned here are that the lobed nozzle 32 of the present invention has a different number of lobes and differently shaped lobes, or It can have alternating lobes. For example, if one were to apply the alternating lobe nozzle disclosed in US Pat. No. 5,761,900 to the present invention, it would be possible, and the ten lobe nozzle disclosed in US Pat. No. 5,884,472 could also be used. It is possible if you apply it to the present invention.

Although not shown in its entirety (for simplicity), the ring-shaped lobe nozzle 32 is formed from 12 inclined tapered / divergent lobes. 8 to 9 and FIGS. 10A to 10H.
Are illustrated. The second flow side (ie, the side facing the centerline of the nozzle carrying the cooling fan air)
Above, each first lobe angle (ie, angle to the horizontal) should be between 15 and 45 degrees. this is,
It ensures penetration of the cooling second flow (ie fan air) into the hot first flow (exhaust core flow) near the nozzle centerline. The lobe angle on the first flow side (i.e., the lobe side facing the engine exhaust) should be between 0 and 15 degrees. More preferably,
It is about 6.8 degrees as described above. These lower lobe angles minimize thrust loss due to flow dispersion. These profile guidelines provide negligible addition to the profile of the lobe surface when compared to conventional circular nozzles. For more details on the design and location of the lobed nozzle 32 and lobe 52, see U.S. Patent Nos. 5,884,472 and 5,761,90.
0.

The thrust reverser operating mechanism 46 is hydraulically driven and, as described above (via a conventional thrust reverser control mechanism of an aircraft, which is a set of electrically controlled hydraulic valves that controllably supply hydraulic pressure to the operating mechanism). ), It is controllable to position the blocker doors 34, 36 in the deployed or stowed position. The storage position is illustrated in FIGS. 3, 4 and 6, where the blocker door 34,
Reference numeral 36 is located on the middle portion of the frame 38 and substantially surrounds the center portion of the frame 38. As best shown in FIG. 6, both ends of the blocker doors 34, 36 are mounted against an actuation mechanism 46, and also, as best shown in FIG. Are substantially aligned with the engine cover 54 at the front of the engine. Blocker doors 34, 36 and engine cover 54
Substantially aligned, the engine nacelle surface has a substantially clean aerodynamic profile so that ambient air is not disturbed as it passes through the engine nacelle.

As can be understood by comparing FIGS. 1 and 2 and FIGS.
2 extend further forward than the conventional circular nozzle 22 and, due to the lobe 52, this lobed nozzle 32
Is longer than the conventional nozzle 22. However, the conventional actuation mechanism 46 is not
It must terminate in a substantially similar plane as the conventional nozzle 22 so that there is enough room to move 6 to the deployed position. This allows the blocker doors 34, 36 having the same overall dimensions as the conventional blocker doors 24, 26 to overlap the outer front of the lobed nozzle when in the stowed position.

The shape of the outer surface of the lobed nozzle 32 is important for proper mixing with ambient air and engine exhaust. Therefore, the blocker door 3 having a specific contour shape
The shape of the rear part 40 of the lobed nozzle 32 is formed so as to correspond to the shape of the front part of the lobed nozzle 32 at the storage position where the blocker doors 34, 36 having the specific contour and the front part of the lobe nozzle 32 overlap. I have. Thus, when the blocker doors 34, 36 are in the stowed position illustrated in FIGS. 4 and 6, the rear portion 40 of the lobed or contoured blocker doors 34, 36 is aligned with the lobed nozzle 32 and is adjacent. To form a substantially continuous lobed outer surface. The outer surface is aerodynamically shaped so that the lobed nozzle promotes mixing of the ambient air with the engine exhaust. Thus, the lobed nozzle 32 cooperates with the overlapping blocker doors 34, 36 to provide a mixing or noise reduction effect.

The blocker doors 34, 36 are very thin, but have a certain thickness, so that a slight distance is formed between the rear ends of the blocker doors 34, 36 and the lobed nozzle 32. Steps or discontinuities are formed. This does not have a particularly significant negative impact on the aerodynamic properties of the lobed nozzle 32 (when ambient air flows from the blocker door to the lobed nozzle).
However, to ensure the best flight performance, the aerodynamic fairing 56 must be
It is preferable to dispose it on the lobed nozzle 32 where the block 2 and the pair of blocker doors 34 and 36 are in contact with each other. As shown in FIG. 11, each fairing 56 is such that a smooth acceleration of the jet from the particular contoured portion 40 of the blocker door to the lobed nozzle 32 starting surface is assured. It is a skirt designed to have a continuous curved surface and formed into a specific contour shape. More specifically, each fairing 56 has an outer annular surface and an inner annular surface. The inner annular surface is formed to be adjacent to the annular portion of the lobed nozzle on which the inner annular surface is disposed. In addition, the outer annular surface provides the function as described above, namely, the blocker door 34,
It is formed and arranged to increase the continuity of the surface between 36 and the lobed nozzle 32. The outer annular surface is shaped and arranged as described above, i.e., to increase the continuity between the blocker doors 34, 36 and the lobed nozzle 32 when the blocker doors 34, 36 are in the stowed position. I have set it up. This helps to establish a suitable aerodynamic line between the blocker doors 34, 36 of specific profile and the lobed nozzle 32 when the blocker doors 34, 36 are in the stowed position. As shown in FIG. 11, each fairing is
As a substantially annular piece (one for each blocker door)
Alternatively, it should be understood that it is provided as a single annular ring (around the lobed nozzle). In addition, this pair of substantially annular pieces or a single annular ring 56
(Attached to lobed nozzle 52 via conventional means such as welding, fasteners or fits.

If a non-standard blocker door is to be applied to the present invention, it may be applicable. (Blocker doors that are not specific contours are simply located on the lobed nozzle.)
The effectiveness of the lobed nozzle is thereby greatly reduced, and the lobed nozzle mixes the ambient air and the engine exhaust to some extent, but with less noise reduction, and the lobed nozzle is likely to have disadvantageous high frequency It will generate a lot of noise. Further, steps formed by blocker doors that are not specific contours of the stowed position will provide significant flight drag losses.

FIGS. 5 and 7 illustrate blocker doors 34, 36 of a particular contour in the deployed position. Here, the operating mechanism 46 includes a front or rear swing arm 48,5.
0, the blocker doors 34, 36 are controlled so as to be able to be turned outside. As best shown in FIG. 7, the rear ends 40 of the specific contours of the pair of blocker doors are formed so as to be adjacent to each other, and the pair of blocker doors are located behind the lobed nozzle. And make contact so as to form a scoop toward the front. Engine exhaust discharged from the lobed nozzle 32 strikes the blocker doors 34, 36 and is displaced forward. In addition, rear portions 40 of the contoured blocks adjacent to each other of the blocker door diverge the flow path of the engine exhaust and assist in shifting the direction of the engine exhaust.

As best shown in FIG. 5, a pair of blocker doors 34, 36 contact forwardly to form a scoop, and
The rear portions 40 of the 36 specific contour shapes are wider at the center than at both ends. Therefore, fairing 56
In this case, as shown in FIG. 11, it is preferably formed to be correspondingly wider at the end than at the center. More specifically, the upper end of the rear portion 40 of the blocker door has a smaller lobed surface at the upper end to provide a substantially aerodynamically continuous surface at both ends of the fairing 56. So that it has a larger lobed surface.

All components of the present invention can be constructed from standard materials suitable for each application.
The lobed nozzle 32 is preferably comprised of titanium.

Suitable for practicing the invention, the trademark "CRALN"
Novel lobed nozzles and commercially available blocker doors 34, 36 are available from Stage Three Technology LLC of Las Vegas, Nevada.

Although the lobed nozzle 32 of the present invention and the blocker doors 34, 36 having a particular profile are shown as having a certain shape, this is one of the standard techniques within the present technology. It should be understood, however, that other shapes or positions may be present depending on the particular application, such as the type of engine or aircraft, without departing from the spirit and scope of the present invention. For example, the lobe nozzle 52 is
In some cases, less than 12 or more than 12 are supplied.

Also, as described above, the present invention is illustrated as having or using a particular thrust reverser mechanism, which is one of the standard techniques within the present invention. It should be understood that other thrust reverser mechanisms may be used without departing from the spirit and scope of the present invention.

Without departing from the spirit and scope of the present invention, certain improvements may be made to the thrust reverser and lobe nozzle muffler of the particular profile described above, and the main features described above or in the accompanying drawings may be modified. Everything is
It should be understood that this is merely an example of illustrating the concept of the invention described herein, and is not shown or configured to limit the invention.

[0039]

EFFECTS OF THE INVENTION A unique thrust reverser with a specific profile that can be applied to a conventional post-emission thrust reverser by minimizing parts replacement while minimizing engine noise while minimizing loss of flight performance. And a nozzle silencer with a lobe can be provided.

[Brief description of the drawings]

FIG. 1 is a side view of a post-exit thrust reverser in a stowed position according to the prior art.

2 is a side view of the post-exit thrust reverser in the deployed position according to the prior art shown in FIG. 1;

FIG. 3 is a perspective view of an aircraft having two fuselage-mounted engines each having a thrust reverser and a lobed nozzle silencer having a specific profile according to the present invention.

FIG. 4 is a side view of a thrust reverser having a specific contour and a lobe-mounted nozzle silencer in a storage position according to the present invention;

FIG. 5 is a side view of a thrust reverser having a specific profile and a nozzle muffler with a lobe in a deployed position according to the present invention;

FIG. 6 is a perspective view of a thrust reverser and a lobed nozzle silencer having a specific contour in a storage position according to the present invention.

FIG. 7 is a perspective view of a thrust reverser and a lobed nozzle silencer having a specific contour in a deployed position according to the present invention.

FIG. 8: One of many equivalent lobes of a lobed nozzle.

FIG. 9 is a plan view of the lobe shown in FIG. 8 taken along line 9-9.

FIG. 10 shows various cross-sectional views of the lobe shown in FIG.

FIG. 11 is a perspective view of an aerodynamic fairing according to the present invention.

[Explanation of symbols]

 20: Post-exit thrust reverser. 22: Nozzle 24: Blocker door 26: Blocker door 30: Nozzle silencer with lobe 32: Nozzle with lobe 34: Blocker door 36: Blocker door 38: Frame 40: Rear 42: Bower 44: Engine 46: Operating mechanism 52: Lobe 56: Fairing

 ──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Walter M. Pres.Jr. USA 01095 Wilbraham Grove Street 40 (72) Inventor Gary Reynolds USA 01085 Westfield Lindberg Boulevard 65

Claims (20)

[Claims] 	 1. A gas turbine engine having an attached thrust reverser and a silencer; a. A lobed nozzle mounted at the rear end of the frame of the engine tailpipe and configured to mix ambient air outside the frame with engine exhaust; b. A post-exit thrust reverser mounted to the frame and comprising a pair of thrust reverser actuators operatively connected to a pair of blocker doors of a specific profile, wherein the actuators comprise a pair of the specific profile shapes. A deployed position such that a blocker door is positioned behind the lobed nozzle to form a forward-facing scoop, and a pair of the contoured blocker doors are substantially mounted on the frame with the lobe. A storage position located in front of the nozzle and allowing the rear of each of the particular contoured blocker doors to overlap the lobed nozzle;
A post-exit thrust reverser controllable for positioning; c. A part of the blocker door having the specific profile overlapping the nozzle having the lobe is formed so as to correspond to the shape of the nozzle having the lobe, so that the blocker door having the specific profile is in the storage position. A gas turbine engine, wherein the contoured blocker door forms an essentially continuous lobed outer surface adjacent to the lobed nozzle. 2. The method according to claim 1, wherein the lobed nozzle is a ring-shaped nozzle.
2. The apparatus of claim 1, wherein the apparatus comprises two equal tapered / divergent stationary mixing lobes. 3. The method according to claim 1, further comprising at least one aerodynamic fairing attached to said lobed nozzle proximate to an area where said contoured blocker door and said lobed nozzle overlap. The aerodynamic fairing helps to establish continuity between the particular contoured blocker door and the lobed nozzle when the particular contoured blocker door and the lobed nozzle overlap. Item 1. The apparatus according to Item 1. 4. The blocker door of the specific profile in the storage position substantially aligned with an outer surface of the engine nacelle.
The apparatus of claim 1, wherein air flowing over the outer surface of the nacelle is substantially undisturbed when passing from the outer surface of the nacelle to the blocker door. 5. A gas turbine engine of the type having an engine tail pipe having an axial through bore and a post-exit thrust reverser; a. A lobed nozzle mounted at the rear end of the tailpipe; b. A pair of blockers doors having a pair of specific contours in place of thrust reverser sub-locker doors; c. A gas turbine engine, characterized in that when the blocker door is in the stowed position, the profiled blocker door has an outer front portion of the lobed nozzle and a lobed rear portion adjacent to each other. 6. The lobed nozzle is a ring-shaped nozzle.
6. The apparatus of claim 5, comprising a plurality of equal tapered / divergent stationary mixing lobes. 7. The at least one lobed nozzle adjacent to the area where the profiled blocker door and the lobed nozzle overlap.
Aerodynamic fairings, wherein the aerodynamic fairing is configured such that when the blocker door having the specific profile and the nozzle with the lobe overlap, the blocker door having the specific profile and the lobed nozzle overlap each other. 6. The device of claim 5, which helps to promote continuity between. 8. The blocker door having the specific profile in the storage position substantially aligned with an outer surface of an engine nacelle.
6. The apparatus of claim 5, wherein ambient air flowing through the outer surface of the nacelle is substantially undisturbed when passing from the outer surface of the nacelle to the blocker door. 9. A gas turbine engine having a thrust reverser and a silencer; a. A lobed nozzle mounted at the rear end of the frame of the engine tailpipe; b. A pair of blocker doors positionable in the deployed position and the stowed position via a post-exit thrust reverser actuation mechanism mounted on the frame, wherein the lobed nozzle is in the deployed position. A forwardly-facing scoop for shifting the direction of the engine thrust, wherein the storage position is substantially on the frame, in front of the lobed nozzle, A pair of said contoured blocker doors overlapping said lobed nozzle; c. The rear portion of the blocker door having the specific contour is formed so as to correspond to each overlapping portion of the lobed nozzle, so that the blocker door having the specific ring shape is provided with the lobed nozzle in the storage position. A substantially continuous lobed outer surface for promoting mixing of ambient air and engine exhaust; 10. The aerodynamic fairing further comprising at least one aerodynamic fairing attached to the lobed nozzle proximate an area where the profiled blocker door and the lobed nozzle overlap. The dynamic fairing helps to promote continuity between the particular contoured blocker door and the lobed nozzle when the particular contoured blocker door and the lobed nozzle overlap. Item 10. The apparatus according to Item 9. 11. The apparatus according to claim 9, wherein said lobed nozzle comprises twelve respective equivalent tapered / divergent stationary mixing lobes in a ring. 12. The blocker door of the particular profile in the stowed position substantially aligned with an outer surface of the engine nacelle when air flowing over the outer surface of the nacelle transfers from the outer surface of the nacelle to the blocker door. 10. The device of claim 9, wherein the device is substantially undisturbed. 13. A gas turbine engine having a thrust reverser and a silencer; a. A tailpipe frame and a lobed nozzle attached to the rear end of the tailpipe frame, the lobed nozzle and the tailpipe frame defining an axial space, the lobed nozzle being the lobed nozzle. A tailpipe frame and lobed nozzles configured to mix ambient air outside the frame with engine exhaust passing through the space; b. A pair of post-exit thrust reverser actuation mechanisms mounted on the exterior of the frame and operatively connected to the pair of blockers with a specific profile; i. The actuating mechanism includes a storage position in which the specific contoured blocker door is located on the frame and partially overlaps the lobed nozzle, and a pair of the specific contoured blocker door is located behind the lobed nozzle. Controllably positioning the blocker door of the particular profile in a deployed position to form a forward facing scoop; ii. The part of the blocker door having the specific profile overlapping the lobed nozzle is formed so as to correspond to the shape of the nozzle having the lobe, so that the blocker door having the specific profile is in the storage position. When the particular contoured blocker door is adjacent to the lobed nozzle and forms a substantially continuous lobed outer surface, the particular contoured blocker door is in the deployed position when the particular contoured blocker door is in the deployed position. The door changes the direction of the engine exhaust discharged from the lobed nozzle forward, and when the specific contoured blocker is in the stowed position, the lobed nozzle overlaps the specific contoured blocker. Cooperates with the door to mix ambient air and engine exhaust, thereby reducing engine noise; Gas turbine engine. 14. The aerodynamic fairing further comprising: at least one aerodynamic fairing attached to the lobed nozzle proximate an area where the profiled blocker door and the lobed nozzle overlap. The dynamic fairing helps to promote continuity between the particular contoured blocker door and the lobed nozzle when the particular contoured blocker door and the lobed nozzle overlap. Item 14. The device according to Item 13. 15. The lobed nozzle has a ring-shaped nozzle.
14. The apparatus of claim 13, comprising two respective equivalent tapered / divergent stationary mixing lobes. 16. When the blocker door of the particular profile in the storage position is substantially aligned with an engine nacelle outer surface, when air flowing through the nacelle outer surface passes from the nacelle surface to the blocker door. 14. The apparatus of claim 13, wherein said apparatus is substantially undisturbed. 17. A post-exit thrust reverser mounted on the frame and a circular discharge nozzle mounted on the frame and supporting a pair of standard blocker doors in the storage position and the deployment position. A gas turbine engine tail having an actuation mechanism; a. A lobed nozzle replacing the circular discharge nozzle; b. A pair of specific profile blocker doors which, instead of the standard blocker doors, when in the stowed position, correspond to the shape of the respective portions of the front of the overlapping lobed nozzle, the rear of which overlaps. A rear portion, which cooperates with the lobed nozzle to promote mixing of ambient air and engine exhaust to form a substantially continuous lobed outer surface; Gas turbine engine tail. 18. The method according to claim 18, wherein the lobed nozzle has a ring shape.
18. The improved tail of claim 17, wherein said tail comprises two respective equivalent tapered / divergent stationary mixing lobes. 19. The aerodynamic fairing further comprising: at least one aerodynamic fairing attached to the lobed nozzle proximate an area where the profiled blocker door and the lobed nozzle overlap. The dynamic fairing helps to promote continuity between the particular contoured blocker door and the lobed nozzle when the particular contoured blocker door and the lobed nozzle overlap. Item 18. The improved tail portion according to item 17. 20. When the blocker door of the specific profile in the storage position is substantially aligned with an outer surface of the engine nacelle, when air flowing over the outer surface of the nacelle transfers from the outer surface of the nacelle to the blocker door. 18. The improved tail of claim 17, wherein the tail is substantially undisturbed.