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July 5, 1966 T July 5, 1966 T. W. SCHMIDT 3,259,338 AIRCRAFT FOR SHORT AND/0R VERTICAL TAKE-OFF AND LANDING Filed Feb. 17, 1964 5 Sheets-Sheet 1 INVENTOR. THEODORE W. SCHMIDT BY ATTOR HEY July 5, 1966 T. W. SCHMIDT 3,259,338 AIRCRAFT FOR SHORT AND/OR VERTICAL TAKE-OFF AND LANDING Filed Feb. 17, 1964 5 Sheets-Sheet 2 ‘MO?Mm TNVENTOR. THEODORE W. SCHMIDT BY KM 77. QJM ATTORNEY July 5, 1966 T. W. SCHMIDT 3,259,338 AIRCRAFT FOR SHORT AND/OR VERTICAL TAKE-OFF AND LANDING Filed Feb. 17, 1964 5 Sheets-Sheet 5 INVENTOR. THEODORE W. SCHMIDT ATFORNEY 3,259,333 United States Patent O?ice Patented July 5, l9?6 1 2 Generally stated, the invention comprises an aircraft 3,259,338 having a fuselage wherein the center-.of-gravity is located, AIRCRAFT FOR SHORT AND/0R VERTICAL a wing, and lift engine nacelles pivotally mounted about TAKE-OFF AND LANDHNG a longitudinal axis vertically displaced above the aircraft Theodore W. Schmidt, Seattle, Wash, assignor to The Boeing Company, Seattle, Wash, a corporation of Dela \oentenof-gravity. ware As shown in FIGS. 1, 2 (and 3, the aircraft illustrated Filed Feb. 17, 1964, Ser- No. 345,448 is adapted for S/VTOL ?ight and consists of a fuselage 7 Claims. (Cl. 244-12) 2h, wing 21, an empennage including a vertical ?n 22, a rudder 23, a horizontal stabilizer 24 and an elevator 25. The win g 21 is provided with full span leading edge ?aps This invention relates to aircraft adapted for S/VTOL 10 (short and/or vertical take off and landing) and more 26, trailing edge ?aps 27, ?aperons 28 and carries star particularly to the attitude control system of such air board vand port jet propulsion cruise engines 29 and 30, craft including variation of the propulsion system moment respectively. Further outboard of the cruise engines are arms. located lift engine nacelles or pods 36 and 37 which pro Presently known attitude control systems for S/VTOL 15 vide the principal vertical thrust or lift required for verti aircraft, when the (aircraft is in vertical or hovering ?ight cal, hovering or transitional ?ight. The cruise engines so that aerodynamic control surf-aces do not function of 29 and 30, however, may be used to supplement the lift ?cientlly, are generally of the “reaction” or “throttling” through the ‘auxiliary rotatable nozzles 33 and 34 mounted types. Throttling control is accomplished by varying the on each cruise engine. thrust of the appropriatelylocated engine with respect In normal forward ?ight the aerodynamic control sur to the aircraft center of gravity. Reaction control gen faces are operated to function conventionally and forward erally consists of bleeding air from engines and ducting thrust is provided by cruise engines 29 and 30. In verti this air to the wing tips and the fuselage nose and tail cal, hovering or transitional ?ight, lift is provided through and then controllab'ly releasing this air to produce a thrust lift-devices comprising a plurality of lift-jet engines 35 reaction and thereby to control the aircraft attitude. The 25 located in pod-type nacelles 36 and 37. These nacelles disadvantage of these types of systems is that they sub are laterally spaced apart and symmetrically arranged stantially reduce the total lift thrust available for sus with respect to the aircraft longitudinal ‘axis and are taining the aircraft in ?ight and therefore when such sys pivotally mounted to the wing 21 above the center~of tems are employed it is generally necessary to incorporate gravity 38 of the aircraft. into the aircraft design a greater thrust/weight ratio. Transitional ?ight occurs when the aircraft is changing Since it is believed that a minimum thrust/weight ratio between hover ?ight wherein the {aircraft is supported by of 1.2 should be held for satisfactory control, the throt , the direct lift of the lift engine 35, and cruise ?ight where tling or reaction systems may result in a serious engine in the aircraft is supported by the lift of the wings 21. A weight penalty. Additionally, throttling systems ‘are gen very smooth transition is provided by this invention. As erally too slow in an emergency. 35 forward ?ight speed is beguniand increased by accelera It is the general object of this invention, therefore, to tion of the cruise engines, the pilot gradually throttles provide an instantaneous attitude control system operative back the lift engines as the wings develop lift until the during vertical or transition to or from horizontal cruise wings are carrying all of the load .of the aircraft and the flight by varying the distance or lever arm about the air lift engines are shut down completely. Likewise, as hover craft center~of-gravity at which the lift thrust acts. 4:0 ?ight is desired, the pilot gradually throttles back the Another object is to provide hover maneuverability and cruise engines, and lowers the ?aps and tilts the nose up attitude control for an ‘aircraft at ?ight speeds in the slightly, if desired, as he starts and gradually opens the V/STOL regime and during an emergency condition such throttle of the lift engines until all the load is carried by as failure of one of the lift producing engines without the lift engines, the cruise engines being cut down com appreciably decreasing the effectiveness of the available pletely and the plane now being in hover or vertical lift thrust produced by the remaining engines. ?ight. Still another object of the invention is to provide an In the illustrated embodiment of the lift engines within aircraft con?guration wherein the lift engines are partially each nacelle, the port and starboard nacelles are identical disposed in the aircraft wing and related to the aircraft and it will therefore be su?icient to describe one of them. centeraof-gravity so that an angular rotation of the lift Referring now to FIGS. 4 through 6, the nacelle 37 engine thrust vector changes the moment ‘arm length at 50 contains five lift engines 35 arranged in tandem with three which the thrust acts. forward of the wing torsion box and two aft. This ar ‘Other objects and advantages will become apparent rangement though structurally desirable is one of choice, when taken in connection with the accompanying draw as is the number of engines, and the engines may be ar ings in which: 55 ranged immediately adjacent to one another, if so de FIGURE 1 is a plan view of the aircraft according to sired. The engines are vertically mounted within the the present invention; nacelle so as to discharge in a downward direction there FIGURE 2 is a side view of the aircraft; by producing ‘a lifting force on the ‘aircraft. Each of the FIGURE 3 is a front view of the aircraft; ‘FIGURE 4 is a plan view of the port lift engine lift-engines is ?xed on its lateral axis and ?xed relative nacelle of the aircraft, showing ‘the lift engines in solid 60 to the aircraft’s lateral taxis relative to movement between lines; the engine and the fuselage. The lateral axis of the en FIGURE 5 is a side view of the nacelle shown in gine may be either congruent with or parallel to the FIGURE 4; lateral axis of the aircraft. The upper surface of the FIGURE 6 is a front view of the nacelle shown in nacelles 36, 37 have longitudinally extending engine air FIGURES 4 and 5, showing the intake doors in an open 65 intake doors 41 and the lower nacelle surfaces have a plu position; rality of vanes 42; both doors and vanes may be closed vFIGURE 7 is a diagrammatic section view of the when engines 35 are not operating so as to present a 'nacelle shown in FIGURE 6; and smooth aerodynamic surface. The vanes 42 pivot on 'FIGURE 8 is a front view of van iaircraft's‘howing the axes transverse (to the nacelle and may be selectively posi difference in moment arm variation dependent upon en 70 tioned so as to direct the exhaust gases discharging from gine location relative to ‘the aircraft center-of-gravity. the engines in either a vertical or near vertical direction. 3,259,338 3 4 The center-of-thrust-lift 39 is located in the same body the wing, therefore, is within proper design limits. The station ‘or transverse vertical plane as aircraft C.G. 38 wing leading edge is straight, rather than swept back, and this coincides with a position of approximately 25 since wing sweep has the effect of increasing the “effective to 30 percent of the means aerodynamic chord of wing 21. dihedral angle”; though leading edge sweep may be pro The vanes 42 control the direction of thrust of the engines vided by increasing the aspect ratio or the span of the in the longitudinal plane and since the axis of the vanes outboard portion of the wing. is vertically displaced above the aircraft C.G. 38 the The positioning of the lift engine nacelles 36 and 37 pitch attitude of the aircraft may be easily controlled by is also structurally advantageous. ‘The nacelles are lo selectively positioning the vanes. cated from the fuselage longitudinal axis at a distance of When cruise engines 29 and 30 by means of rotatable 10 approximately 70 percent of the wing semi-span and nozzles 33 and 34 are used to provide auxiliary thrust for presents a wing bending moment requirement for sustain lift, the center-of-thrust-lift 40 of these engines is in the ing the aircraft in vertical ?ight by the lift engines 35 body station or transverse vertical plane of the normal alone which is no greater than the design maneuver aircraft C.G.
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