JPH02225199A - Stol aircraft - Google Patents

Abstract

PURPOSE:To prevent mutual interference between a slat at main plane front edges and engine suspension pylon or the like at an airplane equipped with aft fan type flop fan engines under the right and left main planes, by arranging the engines on the rear edge sides of main planes. CONSTITUTION:An STOL airplane which has made a short distance taxiing possible at landing/taking off, has a structure in which aft fan type flop fan engines 4 are equipped under right and left main planes 1. In this instance, the engines 4 are arranged to be fitted by approaching them to main plane rear edge sides. As a result, mutual interference between a slat 2 at main plane front edges and engine suspension pylon 3 or the front portion outer diameters of the engine 4, is prevented. Also, the exhaust current of fans 5 of the engines 4 is arranged to be received directly with flaps 6, 5 in the state of the flaps 6 at main plane rear edges being downed.

Description

[Detailed Description of the Invention] (Field of Application of the Invention) This invention relates to an aircraft that can take off and land in a short runway distance (hereinafter referred to as a STOL aircraft).

(Prior art) There are three main conventional short-distance takeoff and landing methods:

(1) EXTERNAL BLOWI shown in Figure 5
NG FLOP (hereinafter referred to as EBF method) method.

Figures 5 and 6 show the USAYC-15 aircraft. The jet engine's exhaust flow 8 is connected to the trailing edge of the main wing 17. High lift coefficient by spraying onto the flaps
6.0.

(2) The wake deflection or tail sitter method shown in Figure 7 is as follows: 21. Direct the wake of the propeller to the flap 22 on the trailing edge of the main wing. By bending downward strongly, we obtain a high lift coefficient.

Figures 7 and 8 show the Japanese PS-1 aircraft, which achieved a high lift coefficient of 5.76.5 using this method.

(3) UPPER5URFACE BLOW in Figure 9
ING (hereinafter referred to as the USB method).

27. of Taboan engine. Provide an exhaust duct.

26. Engine 28. The exhaust flow is 25. Air is blown out along the upper surface of the main wing.29. flap and 30. It also flows along the top surface of the flap, creating a high lift force.

Figure 9 shows that U obtained a lift coefficient of 6.0 using this method.
Shows the SA YC-14 aircraft.

(Problem to be solved) However, because conventional STOL aircraft are equipped with high-lift devices for all three methods mentioned above, they have lower flight speed and payload performance than aircraft that require a normal runway distance (hereinafter referred to as CTOL aircraft). Therefore, the conventional STOL aircraft is difficult to put into practical use.In other words, the Tirshitta method (2) shown in Figure 7 is not suitable for high-speed flight as shown below.

That is, (2) Tirsitta method is as shown in Fig. 8 with propeller 21. The propeller wake accelerated by the main wing 24
．． collides with the leading edge of the

The speed of the flow behind the propeller is approximately 1.8 times the flight speed immediately after the propeller.

Therefore, the propeller 21° is the main wing 24. Even if it is installed further away from the leading edge of the main wing, the leading edge of the main wing will be
．． The propeller wake, which is moving at a high speed of about 15 Matsuha, collides with the propeller.

This is not suitable for various types of aircraft that fly at high speeds just before the main wing generates a shock wave (approximately 0.8 matsuha).

In other words, the upper limit of the economical flight speed of an aircraft is limited by the shock wave generated by the main wing.

Figure 13 shows the air drag coefficient CD for the flight speed M.
shows an increase in

CD for each blade thickness 0.80-0.85 at Matsuha
It is known that there has been a sudden increase in

Therefore, this Tirshitta method can reduce the flight speed from 0.65 to
0.70.

+28. Nishijin's exhaust jet bends approximately 8 degrees upwards over the eaves, and then bends 8 degrees downwards, after which the main wing 25. It is blown out along the top surface of the.

Therefore, 31. Core engine 32. The jet nozzle also requires special specifications to be bent upward by approximately 8 degrees.

Furthermore, energy loss occurs due to bending of the duct.

In addition 27. From the duct outlet 28. When blowing out an exhaust jet 25. Engine thrust is lost due to frictional resistance with the upper surface of the main wing.

In this way, both the tail sitter method and the USB method
I can't see any room for improvement.

Therefore, the present invention has made the following improvements to the EBF system shown in Fig. 5, increasing the payload by about 2.3 times, and the flight speed is 0.80 to 0.85 Matsuha, which is comparable to CTOL aircraft.
Get a TOL machine.

Of course, by using the configuration of the present invention in a CTOL aircraft, it is possible to increase the payload by more than 50%.

The present invention will be explained based on FIGS. 1 to 4.

FIG. 1 is a perspective view showing the entire STOL aircraft according to the present invention.

Figures 2 and 3 are as shown in Figure 1.1 of the ST○L aircraft of the present invention. Main wing and 2. Slats 6. Furazo, and 4
．． The configuration of a 5° fan in a flop fan engine is shown.

Recently, a flop fan engine (hereinafter referred to as a flop fan), which is a turbo flop engine equipped with a propeller with a swept angle, has become practical.

In the present invention, as shown in FIGS. 2 and 3 5.
Fan 11. It uses an aft fan type flop fan engine installed behind the core engine.

A conventional turbofan engine was prototyped as an aft fan, but it was not put into practical use due to a large amount of combustion gas leaking from the aft fan and the rotating surface of the engine's outer diameter.
5. Only the front-fan type turbofan engine shown in Figure 1 was put into practical use.

4. Also shown in FIGS. 2 and 3. Flop fan engine has a swept angle.5. It became possible to manufacture fans through the development of processing technology for titanium alloys and composite materials, which made it possible to put it into practical use.

Flight test results for a B727 passenger plane equipped with GE's 36-type Flopfan engine Flight speed: 0.8M
The propulsion efficiency was 84% and the vise ratio was 35.

Also, this B727 aircraft was at an altitude of 30,000 feet.
A flight speed of 0.84M was obtained.

The present invention utilizes the fact that this flop fan engine is an aft fan type and has a bypass ratio of 35 to obtain the following great effects.

That is, the fact that the bypass ratio is as large as 35 means that the present invention: 1st
Figure 5 of Figure 3. At the rear of the fan, the conventional 5th
15. 16. of turbofan engine.
This means that unlike a jet nozzle, a uniform flow at low temperature and speed can be obtained.

This invention: Immediately after 56 fans as shown in Figures 1 to 3 6. Suitable for configurations with flaps.

The flop fan engine used in the present invention is shown in FIGS. 2 and 3, and will be explained based on these.

In Figures 2 and 3, 8. The jet stream of high temperature combustion gas (hereinafter referred to as HOT-AIR) is sufficiently mixed with the atmosphere by a fan with a bypass ratio of 35, and is discharged to the rear.

Atmosphere 35. vs. HOT-A I R1 at about 600°C,
Because it is mixed in the ratio of 5. At the back of the fan
It becomes a low temperature flow of 100'C or less.

Therefore, in the configuration of the present invention (FIGS. 2 and 3), 5. 6. Immediately after the fan. A flap may be provided.

Incidentally, in the conventional EBF system shown in Figures 5 and 6, the YC-15 aircraft is equipped with a turbofan engine 15 (JT-8D) with a bypass ratio of 0.99.

Therefore, 16. Approximately 6,000 liters of air from the jet nozzle
A high-temperature stream of approximately 350°C or more is blown out, in which HOT-AIR of C is mixed at a ratio of approximately 1:1.

For this reason 16. Jet nozzle 17. Because it is necessary to sufficiently separate the flap from the front 15. The engine extends out in front of the main wing and supports it with a 20° paron 18. 19 on the leading edge of the main wing. It interfered with the slat, making it necessary to split this slat.

Further 16. The jet stream blown out from the jet nozzle is at a high speed of approximately 500M/sec even when the aircraft is stationary.

Conventional EBF
In the method (shown in Figures 5 and 6), 17. From the flap 16. Another need exists here to move the jet nozzle forward and away.

In this way, the conventional EBF method (Figures 5 and 6)
In that case, the main wing 18. 19. The slats are 15. For hanging the engine 20. Divided into three by pylons.

Therefore, 19. of the leading edge of the main wing. There is a gap in the middle of the slats, which requires G and reduces the effectiveness of the slats in gaining high lift.

In contrast, the present invention can obtain high lift without using the gap G that divides the slats with the following configuration.

The following will be explained based on FIGS. 1 to 4.

That is, the 4-flop fan shown in Figures 2 and 3 is 1. The structure of the present invention attached to the lower surface of the main wing is as follows: 2. 3 slats, engine pylon or
4. There is no need to divide it due to interference with the outer diameter of the engine.

This will be explained below.

(1), 4. Flop fan's 5. 5. The temperature and velocity of the jet from the fan to the rear are sufficiently low. 6. Place the fan on the trailing edge of the main wing. You can get close enough to the flap.

Therefore 4. Flop fan engine on main wing, 1
This can be done by installing it closer to the trailing edge.

(2) 4. The outer diameter of the 10° air intake part of the flop fan engine is 15. as shown in conventional figures 5 and 6. Much smaller than a turbofan engine.

This is the conventional 15. shown in Figure 6. As shown in Figure 4 in detail, the Turbo Carrot is equipped with a 13° low-pressure fan with a large diameter immediately after the air intake.

In other words, to obtain high propulsive efficiency and fuel efficiency of the engine, increase the bypass ratio.13. It is necessary to increase the outer diameter of the low pressure fan.

Therefore, the front outer diameter of a conventional turbofan engine, 15, is 13. Larger due to the presence of a low pressure fan.

Therefore, the conventional turbofan engine has a main wing angle of 15 degrees as in the configuration of the present invention (Fig. 1 and Fig. 3).

If you try to attach it to the bottom of 1.2, as shown in Figure 4. When the slats are lowered, the diameter becomes larger 15. It interfered with the outer diameter of the turbofan engine2, requiring the slats to be divided.

Also 2. Slut and 15. To avoid interference with the turbofan engine 15. When the turbofan engine is released from the bottom of the main wing 6. The flap is a Pfann engine 4.
As shown in Figures 2 and 3 4. Front part of flop fan engine 10. The outer diameter of the air intake part is 11°, which is small only for the core engine and has a large diameter.
The 5° (low pressure) fan is located at the rear end of the engine.

Like this 4. The front part of the flop fan engine is 1
1. Only the outer diameter of the core engine is small.

Therefore, in the present invention, as shown in FIGS. 2 and 3, even if the slat provided at the leading edge of the main wing 1 is lowered by 2 degrees. Does not interfere with the outer diameter of the flop fan engine.

Therefore, in the configuration of the present invention, the following components are provided at the leading edge of the main wing 1. The slats are 4. Flop fan engine or 3. This is the conventional EBF method because it does not require division due to interference with the pylon.In Figure 5, the main wing 18. Leading edge 19. 20 slats, 19 for the engine. The reduction in lift due to the pylon being divided into gaps G is 19, and the reduction in lift due to the slats being divided by gaps G is 10th to 12th.
As shown in the figure.

In the conventional EBF system (shown in Figure 5), the main wing 18.
To obtain high lift, increase the angle of attack 19. Slats and 17. Lower the flap.

If the angle of attack is increased, 18. The airflow above the main wing creates a vortex, which causes the aircraft to lose lift and stall.

19. The slats guide more airflow to the upper surface of the main wing and suppress the generation of vortices, resulting in higher lift.

However, in the conventional EBF method, as mentioned above, 19
．． Slats are for engines 20. by pylon
It was divided.

Slats 19. Figures 10 to 12 show the values at which the lift force decreases due to the division of .

Figure 10 is 19. If there is a gap G in the slat divided by pylon 20, this shows that stall occurs at a small angle of attack.

(Cited document: Journal of Japan Aeronautics and Astronautics Society Vol. 22, No. 248) The striped pattern on the main wing and its subscript in the figure indicate the beginning of a stall.
Indicates the angle (10° 12° 14° 16°) and its range.

As can be understood from this figure, the trailing edge of the main wing with gap G between slats 19 and 19 has a small stall at an angle of attack 1.
0, but other parts do not stall up to a large angle of attack of 16°.

Therefore, as shown in the configuration of the present invention (Fig. 1 and Fig. 3), 2. Aerodynamic gap G in the slat,
Compared to the conventional EB'F system in which a gap G exists, the main wing of the present invention having slats that do not have a stall does not cause a stall until the angle of attack is increased by 6 or more, and can obtain more than 10% higher lift.

In Figure 12, the main wing leading edge slat 19. Gap G
, for a main wing that does not have a gap G between the slats (same as the configuration of the present invention), (1) shows the relationship between the angle of attack of the main wing with force and the lift coefficient CL.

Figure 12 shows Japanese C-1 type transport aircraft (CTOL aircraft) main X
The gap G between the slats is (1) the force point.

C-1 transport aircraft and conventional EBF STOL aircraft (5th
The main wings shown in Fig. 6 and Fig. 6 are both of the same type.
Because it uses slats and double slot flaps
The lift coefficients can also be considered to be approximately equal.

In Figure 12, the gap G between the slats is (1) a force point.
The value of the lift coefficient CLmax of the main wing is known to be 3.1 from tests on the C-1 transport aircraft.

(Cited document: Aviation Journal, April 1979 issue, p. 82) In Figure 12, the gap G is seen from the lift coefficient of the main wing with a narrow slat CLmax, = 3.5 The gap G between the slats and (1) Force station The CLmax of the main wing with a certain wing is 12% lower, at 3.1.

Estimate from experience the gap G between the slats (2) Force point
The main wing has a CLmax of 14.5% lower than 3.5.
CLmax is expected to be 2.9.

On the other hand, when looking at the main wing that has the gap G, (2)
The main wing of the present invention having a gap G and a solid slat is 1
7% increase in Ct max 3.5 - In the conventional EBF system (shown in Figure 5), the leading edge slats 19 of the main wing 18. is (2) gap G at the force point.

It is known that the lift coefficient is 6.0.

This value of 6.0 is the lift coefficient of the main wing alone CLmax
2.9 and 15. Turbofan engine 8, HOT-
AIR 17. It can be regarded as the sum of the lift force obtained by bending the flap downward.

Therefore, the lift coefficient of the method of the present invention is the value of the main wing where there is no gap q between the slats, which is CLmax 3.5.5.
6. Fan exhaust flow. It is the lift force obtained by bending downward with the flap, which is the sum of (6.0-2.9) = 3.1.
CLmax becomes 6.6.

That is, the configuration of the present invention is compared to the conventional EBF method.
10% higher lift can be obtained.

If the 10% increased lift is used to increase the payload, the payload can be dramatically increased by 80% as shown below.

The data of the conventional EBF method (YC-15 model shown in Fig. 5) is shown below, and the explanation will be based on this data. (Cited document: Aviation Technology No. 265) Maximum takeoff weight 98,28
6KG.

Payload (STOL state) 12,244KG Payload (CTOL state) 28,123KG Main wing area 16
1.65M Fuel capacity 2.3,700KG From the above, the ratio of payload to the maximum takeoff weight is
In the STOL state, it is 12.5%, and in the CTOL state, it is 28.6%.

The present invention increases the lift force by 10% and the maximum takeoff weight is also 10%.
%: Increase by 9,829KG.

9,829KG corresponds to 244kG (7)80% of the conventional (7) STOL condition Inohei Road.

As described above, the configuration of the present invention is similar to that of the conventional EBF by eliminating the gap G that divides the slats at the leading edge of the main wing.
Compared to conventional STOL aircraft, it is possible to obtain a revolutionary 80% increase in payload.

Next, the effects when the configuration of the present invention is applied to a CTOL machine will be explained.

In addition to the effects of the flop fan engine 4 mentioned above, this engine also has a heavy fan.

5 is located at the rear end, and compared to the conventional turbofan engine 15 shown in Figure 4, the center of gravity in the longitudinal direction is located at the rear.

Therefore, the same engine 4. Pylon for hanging 3
can be installed at the rear of the engine.

Therefore, although the engine air intake 10 needs to be placed forward from the leading edge of the main wing due to area rules and ram pressure, it is designed to suspend the engine as shown in Figures 2 and 3. The pylon is at the leading edge of the main wing. Do not interfere with the slats.

As shown in Figures 12 to 14, the main wing leading edge slat 19
．． By eliminating the gap G, (2) the lift coefficient of the main wing with the dividing gap G at the force station Ctmax2.
The fact that a CLmax of 3.5, which is 17% higher than that of 9, can be obtained means that the previously mentioned lift coefficient of the conventional EBF method, 6.0, is the lift coefficient of the main wing alone, CLmax of 3.1, and the engine exhaust flow is directed downward by the flap at the trailing edge of the main wing. It was the sum of the lift forces obtained by bending.

Therefore, even if the lift coefficient CL of the main wing alone was increased by 17%, the lift of the entire aircraft could only be increased by about 10%.

On the other hand, the lift of a CTOL aircraft is equal to the lift coefficient CL of the main wing alone, so if the lift coefficient of the main wing alone is increased by 17%, both the lift and maximum takeoff weight of the aircraft can be increased by 17%.

By using the 17% increase in takeoff weight to increase the payload, the following revolutionary effects can be achieved.

The conventional EBF method mentioned above (YC-15 shown in Figure 5)
(type machine) data.

In CTOL aircraft, a 17% increase in the lift coefficient of the main wing, CLmax, increases the lift of the main wing, that is, the maximum takeoff weight by 17%.
Equal to % increase.

The calculation below is based on the case where the YC-15 aircraft flies in CTOL state.

Maximum takeoff weight of the aircraft: 98,286KG, a 17% increase
This is an increase of 16,708KG.

This value is payload in CTOL state = 28.123
This corresponds to a 60% increase in KG.

From this apparent 60% increase, subtracting the strength required to withstand the 17% increase in maximum takeoff weight and the increase in structural weight due to the additional fuselage volume to accommodate the increased payload, we obtain approximately a 40-50% increase in payload. It will be done.

Furthermore, compared to the propulsion efficiency of the YC-15 aircraft engine (JT-8D turbo fan engine), the propulsion efficiency of the flop fan engine used in the configuration of the present invention is approximately 25%.
If we add in the effect of a 25% reduction in fuel consumption due to the higher fuel consumption, we can obtain an additional 21% increase in payload as shown below.

In other words, the fuel capacity of the YC-15 aircraft: 23,700KG.
Cruising power does not decrease even if 25% = 5,925KG is reduced.

If we allocate this 5,925KG to the payload ring, the apparent payload ring will be 5,925/28°123=21
%.

Adding 60% of the apparent payload ring due to the increase in the lift coefficient of the main wing mentioned above, the apparent payload ring becomes
It becomes 81%.

Subtracting the increase in structural weight due to the added strength and fuselage volume associated with the payload ring, a net payload increase of 60-70% can be obtained.

In the above, the configuration of the aircraft of the present invention and its effects have been explained.

Next, an explanation will be given of the autopilot system required when implementing the present invention in a large STOL aircraft.

Large STOL aircraft (takeoff and landing runway distance of 600M or less) require an automatic device to balance the left and right tilt of the aircraft in case one engine malfunctions during takeoff and landing, as shown in Figures 14 and 15.

This results in high costs.

In other words, the takeoff and landing speed of a large STOL aircraft is approximately 130KM/
This is significantly lower than the 190KM/hour of a CTOL aircraft.

The effectiveness of the rudder is proportional to the square of the flight speed.The effectiveness of the rudder in the late STOL aircraft was only about 1/2 that of the CTOL aircraft.

Therefore, large STOL aircraft are difficult to control during slow takeoff and landing flights, just like CTOL aircraft, if one engine is malfunctioning, just by operating the ailerons, flaps, and spoilers.

For this reason, an automatic device equipped with the engine output sensor shown in FIGS. 14 and 15 is required, resulting in high costs.

Next, the configuration and operation of the automatic device are shown in Figure 14 and
An example will be explained based on FIG.

Figure 14 is a perspective view of the STOL machine of the present invention Figure 15 is
FIG. 3 is a block diagram showing the engine output and the operation of each flap and spoiler.

The symbols in FIG. 14 will be explained next.

2. Slats 4. Flop fan engine 5, fan 34. EBF flap (L/H) 35, EBF flap (L/H) slot 36, EBF flap (R/H)
) 37. EBF flap (R/H) slot 3
8. Outer flap (L/H) 39, same left slot 40° Outer flap (R/H) 41. Same as left slot 42, spoiler (L/H) 43. Spoiler (
R/H).

In Fig. 15, 44, #I CL/H) Engine pressure sensor 45, #2
(R/H) engine pressure sensor 46, EBF flap (L/H) position sensor 47, EBF flap (R/H)
) position sensor 48, outside flap (L/H) position sensor 49, outside flap (R/H) position sensor 50,
Air data sensor 51, EBF flap (L/H) servo 52, EBF
Servo 53 for flap (R/H), EBF flap (L
/H) slot actuator 54. EBF flap (R/H) slot actuator 55. Outer flap (L/H) trim servo 56. Outer flap (R/H) trim servo 57. Spoiler (L/HC actuator, spoiler (R/H) actuator 59. Signal input device 60. Actuator device 6
1. Flight control unit 62. Showing flap position selector.

61. The flight control unit shall consist of a programmable digital computer, hardwired microcomputer, or digital logic circuit configuration.

62. The flap position selector is set by the captain in advance before takeoff and landing. 34.36. This is a terminal device that sets the lowering angle of the EBF flap.

0° is flap retraction 3o is CTOL takeoff and landing 45° is STOL takeoff 60° is set for STOL landing.

This EBF flap lowering angle setting is 30.

45. 60, the flaps 38 and 40 on both sides are programmed to be set at the lowering angle of 60.

6. As shown in Figures 2 and 3 for the same aircraft. 8. When the lowering angle of the EBF flap is 30° or less. The engine exhaust flow is 6. It does not collide with the EBF flap and can take off and land using the CTOL method rather than the EBF method.

°Next, the outline of the operation will be explained.

Indicates engine thrust if one engine is malfunctioning 4
4.45 Engine malfunction due to engine pressure sensor
Detect.

On the main wing on the malfunctioning engine side, the speed of the engine exhaust flow decreases, and the EBF flap at the trailing edge of the main wing is 34° or 36°. The lift obtained by colliding with the object decreases.

Also, the thrust of the malfunctioning engine decreases, so the main wing on the side of the malfunctioning engine tilts backwards, making it difficult to maintain the desired course.

Therefore, the EBF of the main wing on the side of the malfunctioning engine is activated to compensate for the drop in thrust of the malfunctioning engine.

Furthermore, to compensate for the decrease in lift of the main wing on the malfunctioning engine side.
Maximum of 60 outer flaps on the main wing on the malfunctioning engine side
lower to

In the landing state (usually spoilers are not used during takeoff), the spoiler 42 or 43 degrees of the main wing on the faulty engine side is retracted to compensate for the decrease in lift and thrust of the main wing on the faulty engine side.

The detailed operation will be explained below with reference to FIGS. 14 and 15.

If both left and right (L/H, R/H) engines are running smoothly 3
4, 36 EBF flap 35. 37 Slot for EBF flap 38. 40 Outer flap 42. 43 Spoiler operates the same value on the left and right main wings. 61. Based on the settings of the 62 flap position selector. The programmed value is added to the flight control unit62, the set value of the flap position selector, and the amount of operation of the flap and left flap based on this set value have already been described.

44.45. L/H, R/H engine pressure sensors are embedded in the pressure ports between the compression turbine blades of each engine.
A signal proportional to the engine thrust is sent 61 to the flight control unit.

61. The flight control unit detects a malfunctioning engine based on the magnitude of the mutual difference in signal values.

In other words, if the pressure difference between the left and right engines is less than a predetermined value, both engines are not considered to be malfunctioning.44.
If the signal value of any one of the 45 pressure sensors is lower than the signal value of the other sensor by more than a set value, the engine with the lower pressure value is considered to be malfunctioning.

When a malfunction of one of the engines is detected, <3 as shown below.
4.36. Both EBF flaps 35, 37° Same left slot 38, 40. outer flap and 42.43. By operating the spoiler, the unbalance of lift and thrust between the left and right main wings due to malfunction of one engine can be compensated for.
Maintain control of OLL and YEW.

For convenience of explanation, we will now explain the operation when the L/H engine is malfunctioning.

44. The signal value of the L/H engine pressure sensor has decreased and due to this signal 61. Flight control unit is L
/H Detects engine malfunction.

So 34. Adjacent L/HEBF flap 38. Compensate for the loss of lift by lowering it to the same angle as the outer flap.

Furthermore, the EB is receiving the exhaust flow from the malfunctioning L/H engine.
F flap 34. slot 35. 53゜L/HEB
Opened by the slot actuator for the F flap to reduce air drag on the flap.

In this way, the thrust and lift reduced by the malfunctioning engine are
This is compensated for by increasing the lowering angle of the 34° EBF flap on the malfunctioning engine (L/H) side main wing and opening slot 35 for the flap to maintain flight stability.

The lowering angle of the EBF flaps is set by the captain before take-off and landing at 61°, at the flap position selector, at CTOL, at 30°, at STOL.
Set to 45 for takeoff and 60° for STOL landing.

Furthermore, '62. Set the flap position selector to 30° (programmed into the flight control unit).

And 62. Flap position selector via 61° flight control unit 51. EBF (L/H) flap servo 52. EBF (R/→Motosushi 8H) Start the flap servo 46. EBF (L/H
) flap position sensor and 47°EBF (R/H
) Flap position sensor Input position (304560
') Lower the EBF flap.

Also, each slot of EBF flap 35 (L/H),
37 (R/H) is to prevent damage to the flaps.When the lowering angle of each flap is 30 degrees or less, the position sensor of each flap is 46 degrees, 47 degrees, 48 degrees, 49 degrees. Regardless of the signal 61. The flight control unit is 53, 54. EB
F slot actuator does not start.

Also 57, 58. The spoiler actuator is activated in the following cases:

During the landing flight, one L/
If the H engine malfunctions, the thrust and lift on the L/H main wing side will decrease.

To compensate for this imbalance 44. L/H pressure sensor L/H
Retracts L/H spoiler due to engine malfunction signal
Restores lift and air drag that were lost due to spoiler activation.

50. Air data sensor is 61. A flight control unit is connected so that each flap position can be adjusted as a function of aircraft speed.

The configuration and effects of the present invention have been explained above.

[Brief explanation of the drawing]

Figure 1 shows the entire STOL aircraft according to the present invention.
FIG. 1. Main wing 2. Slats 3. Pylon 4. Flop fan 5. Fan 6. Showing the flap. Figure 2 shows 4. of the claimed invention (Figure 1). FIG. 3 is a detailed view showing the installation of a flop fan engine. 8, HOT-AIR9, HOT-AIR duct 10.
Air intake 11. Shows the core engine. Figure 3 is based on 5. of Figure 2. 7. Install a duct around the outer circumference of the fan, reduce the outer diameter of the fan, shorten the pylon by 3 degrees, and 5. More fan exhaust flow 6. Lifting force of the EBF flap can be increased by spraying air onto the flap, i.e. 5. If the outside diameter of the fan is large, much of the lower part of the fan exhaust flow will be 6. It passed under the flap, reducing the effectiveness of the EBF flap. Figure 4 shows a conventional front fan turbofan engine 15. If installed on the underside of the main wing, 2. on the leading edge of the main wing.
When lowering the slats, slats and 3, pylons and
15. FIG. 3 is a detailed view showing the state of interference with the outer diameter of the engine. 12. Core engine 13. Low pressure fan 14° air intake shown. Figure 5 shows the conventional EBF STOL aircraft YC-1.
A perspective view of a Type 5 machine is shown. 18. Main wing 19. Slats 20. Pylon G and slat division gaps are shown. 1st:, 15D (as shown in Figure 5) 15. Turbofan engine 20. Installed on pylon 18. Main wing 16. Blowout from jet nozzle 8. HOT-A
IR 17. It is a detailed diagram showing the conventional EBF method of spraying on the flap. 14. Show the air intake. Figure 7 shows a Tirshitta type STOL machine (PS-1).
FIG. 21. Propeller 22. Flap 24. The main wing is shown. Figure 8 is in Figure 7 21. the wake of the propeller
Main wing and 22. This is a detailed diagram of the tail sitter system that obtains high lift by bending the flap downward. 23. Shows the air outlet for BLC. FIG. 9 is a perspective view showing the entire STOL machine (YC-14 type machine) using the USB method. 25. Lord x 26. Turbofan engine 27, exhaust duct 28. Exhaust flow 29. Flap 30. Flap 31. Core engine 32° jet nozzle 33. Low pressure fan shown. Figure 10 shows 18. 19 on the leading edge of the main wing. 2 slats
0. This shows a situation where the stall starts from a low angle of attack because it is divided by the gap G due to interference with the pylon. The number subscripted to each striped area indicates the angle of attack at which the stall begins. Figure 11 is the same as Figure 10.19. 2 slats
0. Indicates the gap G divided by interference with the aileron.
It is a detailed view. Figure 12 shows the main wing leading edge slat 19. Gap G,
For the main wing (same as the configuration of the claimed invention) where there is no
This is a graph showing a comparison of the angle of attack and lift coefficient of a conventional EBF main wing in which a gap G exists in the slat. FIG. 13 is a graph (at zero sweepback angle) showing the increase in air drag coefficient C with respect to flight speed M (Matsuha). Figure 14 is a countermeasure for the inventive STOL aircraft, which is unable to achieve sufficient flight stability when one engine is malfunctioning during takeoff and landing at low speeds with conventional aileron and spoiler operations alone. 1 is a perspective view of an aircraft equipped with an autopilot device shown in FIG. Figure 15 shows a low-speed flight pattern. This is a block diagram showing the configuration of an autopilot system that maintains flight stability even if one engine malfunctions during takeoff and landing. 59. Signal input device 60. The actuator device is shown. tusk f315i

Claims (2)

[Claims] (1) Aftofan type flop fan engine. (4)
In aircraft equipped with the engine under the left and right main wings. (
By attaching 4) to the trailing edge side of the main wing, the engine hanging pylon, (3) or the engine. (4) The slat of the leading edge of the main wing relative to the outer diameter of the front part. (2) by preventing mutual interference with (2). Gap (G) that aerodynamically divides the slat along its length. STOL aircraft obtains high lift by having an integral structure with no top. (2) Aftofan type flop fan engine. (4)
Flap at the trailing edge of the main wing on aircraft equipped with the lower side of the left and right main wings. (4) with (6) lowered. Fan of flop fan engine. The exhaust flow of (5) is changed to (6). Directly received by the flap and (3). By attaching the pylon to the trailing edge of the main wing (2). Against the slats (3). Pylon or (4). By preventing interference between the outer diameters of the flop fan engine (2). Gap (G) that aerodynamically divides the slats. STOL aircraft obtains high lift by being constructed in a continuous, integral shape without any