Abstract:
Improved supersonic laminar flow wing structure, on a supersonic aircraft, having strake extending forwardly of the wing inboard extent, and reversed fillet at strake junction with the wing leading edge.

Description:
This application is a continuation-in-part of U.S. Ser. No. 11/974,802, filed Oct. 16, 2007 now U.S. Pat. No. 7,946,535. 
    
    
     BACKGROUND OF THE INVENTION 
     This invention relates generally to laminar flow high speed aircraft wing configurations adapted for efficient operations at high subsonic speeds and lower supersonic speeds and (or generally, transonic speeds). We have found that the low sweep thin laminar flow wing type originally intended for efficient supersonic cruise also has, with minor variations, excellent performance at transonic speeds. Accordingly, just as for the efficient supersonic laminar flow wing, several improvements are useful both at design cruise condition, as well as at the lower speeds required during takeoff and landing. More specifically it concerns improvements in the following configuration areas: 
     a) strake, 
     b) raked wing tip, 
     c) reversed fillet wing-strake junction, 
     d) inboard leading edge flap, 
     e) hybrid plain-split flap system. 
     Prior Richard Tracy U.S. patents disclose a laminar flow wing for efficient supersonic flight (U.S. Pat. No. 5,322,242, U.S. Pat. No. 5,518,204, U.S. Pat. No. 5,897,076 and U.S. Pat. No. 6,149,101). A subsequent Richard Tracy et al U.S. Pat. No. 7,000,870 discloses similar wing designs for efficient flight at transonic speeds. These are somewhat thicket than the supersonic laminar flow wing in terms of the ratio of maximum thickness to chord, but are of similar type, having generally biconvex airfoils, relatively low sweep, and a sharp or slightly blunted leading edge. They also have similar characteristics at the low speeds and higher angles of attack associated with landing and takeoff. Thus aircraft with this type of transonic laminar flow wing benefit from improvements similar to those disclosed for the supersonic laminar flow wing in the patent application Ser. No. 11/975,802 of which this is a continuation in part. 
     The areas of improvement, which principally benefit the low speed characteristics of aircraft using the wing, are enumerated above (a through e). The wing described in the prior Tracy patents has a sharp, modified biconvex airfoil, with less than about 30° leading edge sweep in order to maintain an attached shock at supersonic cruise conditions, and thickness-chord ratio (t/c) of about 2% (or 3% for the transonic wing) as a span-wise average over the majority of the outer portion of the wing. The latter excludes a zone near the inboard end, which may be thicker, up to about 4% t/c (or more for the transonic wing) in combination with fuselage area ruling. 
     There are several unique characteristics of the supersonic and transonic laminar flow wing which pose challenges, especially in low speed flight. These include (1) its sharp or slightly blunted leading edge which causes a separation “bubble” at almost any angle of attack in subsonic flight, (2) its extremely thin airfoil which imposes a structural weight penalty as aspect ratio is increased, and (3) the un-swept leading edge which limits the effectiveness of “area ruling” of the body to minimize transonic wave drag. These (and other characteristics) are unique to the supersonic laminar wing and are substantially mitigated by the herein claimed improvements, acting individually or together, in combination with this type of wing. 
     SUMMARY OF THE INVENTION 
     Two of such improvements utilize features which have not been used in aircraft design, in conjunction with the type of laminar flow wing under consideration. These are a “strake” and a “raked” tip, as described below. Three additional features are unique to the supersonic or transonic laminar flow wing. These are a “reverse fillet”, a deployable device at the inboard end of the leading edge, and a “hybrid” flap system. All five are described below. 
     Strake 
     The strake is a highly swept portion of the wing between the fuselage and the inboard end of the low sweep main wing panel. The strake&#39;s leading edge is preferably swept forward of the wing to an intersection with the fuselage, and its trailing edge may be a continuation of the outer wing trailing edge, or may be swept further aft to a fuselage intersection. The strake leading edge is preferably highly swept, and in the case of a supersonic design, more than the Mach angle at the maximum supersonic cruise speed in order to have a “subsonic leading edge” (the Mach number component normal to the leading edge being subsonic). This condition assures a detached shock wave and permits the leading edge of the strake to be somewhat blunt and cambered for less supersonic drag, giving an increased maximum “lift coefficient” for enhanced low speed lift capability. 
     The strake performs several functions in addition to increasing maximum lift in the present application, while favorably affecting transonic cruise performance. These are as follows: 1. Increases the span of the wing for a given outer wing panel length, for improved lift efficiency with less structural weight penalty, 2. Improves the longitudinal distribution of fuselage and wing cross sectional area (area ruling) for lower transonic wave drag, 3. Provides additional volume for fuel in the forward part of the aircraft, 4. Creates a leading edge vortex on the strake at moderate and high angles of attack in subsonic flight which tends to keep the flow attached over the upper inboard strake surface for better lift and engine inlet flow quality for inlets lapping the wing on either side of the fuselage, 5. Limits cross-flows over the inboard portion of the wing, and 6. Provides a structural hard point for landing gear mounting and space for gear retraction. 
     Raked Tip 
     The “raked tip” is a highly swept lateral edge, or wing tip, of the wing, which may have either a sharp or slightly blunted edge as long as it is highly swept, and in the case of a supersonic design, more than the Mach angle at the maximum supersonic cruise speed in order to have a “subsonic leading edge”. The tip adds two important attributes to the type of wing under consideration. 
     It adds to the span and thus increases aspect ratio without as much associated drag-causing wetted area and structural bending as a conventional rounded or blunt tip. More importantly, in low speed flight at up to moderate angles of attack, it generates a “rolled up” vortex, which helps keep the airflow attached to the upper surface of the outer wing. The attached tip vortex delays the growth of the leading edge separation bubble and resultant loss of lift over the outer portion of the wing. This, in turn, increases the maximum lift of the wing and prevents, or delays, the inboard movement of the tip vortex associated with loss of outer wing lift. The result is a lower change with angle of attack of the wing downwash angle at the horizontal tail, providing greater longitudinal stability and mitigating the tendency to pitch up. 
     Reversed Fillet 
     The wing junction with the strake (or the fuselage) on most aircraft is subject to detail treatment in form of a “fillet” or concave surface blending smoothly with the wing and fuselage surfaces. This fillet is generally associated with a concave curve in plan view between the leading edge and the fuselage. 
     Avoiding excessive boundary layer cross-flow at the junction of the wing leading edge to strake (or fuselage) can be very difficult because of the large “up-wash” flow at the junction, resulting in locally high pressure gradients on the wing surface. These gradients can cause locally critical levels of boundary layer cross-flows, which can in turn destabilize the laminar boundary layer, resulting in a turbulent boundary layer and higher skin friction drag over a substantial portion of the inner wing. However by making the leading edge profile convex at the strake (or fuselage) junction, so as to eliminate, or even slightly reverse, the leading edge sweep locally at that junction, cross-flows can be reduced to below critical levels and transition to turbulence substantially reduced. 
     Inboard Leading Edge Flap 
     A second consequence of the strong up-wash near the leading edge junction with the strake (or fuselage), in combination with the sharp leading edge is a premature growth of the leading edge separation “bubble” leading to early loss of lift over the inboard portion of the wing. Full span leading edge flaps can delay the formation and growth of the leading edge “bubble”, but such devices are mechanically awkward with the very thin, sharp or slightly blunted leading edge of the laminar wing. In addition they are difficult, if not impossible, to implement without any surface gap or disturbance which would preclude laminar flow. 
     A more practical solution is a leading edge flap extending over only the inboard 15%, or so, of the wing panel span outboard of the strake or fuselage, where the up-wash is greatest. Such a device, for example a Kruger flap extending forward of the leading edge, has been shown by proprietary tests to be very effective on this type of wing. It can be deployed from the strake (or fuselage) with little or no leading edge mechanical attachment, by various means such as translating the flap laterally from a cavity in the strake (or fuselage), or by swinging it about a vertical pivot axis from a stowed position in the strake (or fuselage). 
     Hybrid Plain-Split Flap 
     The thin laminar flow wing is not well-suited to multi-element slotted flaps, slotted fowler flaps, or even “zap” flaps, because of lack of interior space and the drag penalty of external hinges and tracks. For these reasons a plain hinged trailing edge flap is the most practical approach. However the lift increment which can be generated, especially with the sharp leading edge wing, is limited by separation of the flap upper surface. 
     A simple split flap, in which only the lower surface is deflected, has slightly higher maximum lift capability than a plain flap, but at a penalty in drag. In any case, a split flap would not be consistent with the need for small amounts of flap deflection for efficient transonic cruise, which is required for most applications of the laminar transonic wing. 
     For this type of wing a hybrid flap system comprised of split and plain flap combination offers unique advantages. The hybrid split flap is configured such that a portion of the flap lower surface can deflect down relative to the plain flap. The split flap hinge line can be co-located with the plain flap hinge, or preferably aft of it, near mid chord of the plain flap. When deflected, the split flap delays separation on the upper surface of the plain flap by lowering the wake pressure and reducing the adverse pressure gradient at the plain flap upper surface trailing edge. Since the outer portions of the plain flap are the most vulnerable to such separation, the split flap also mitigates tip stall and the increased downwash that would result as described in connection with the raked tip above. Small flap deflections for transonic cruise can be accomplished with the plain flap, keeping the split flap closed. Because of the very thing bi-convex airfoils employed on the transonic laminar flow wing, and unlike conventional airfoils, the flap external contours are virtually flat over the majority of their chord length. 
    
    
     
       DRAWING DESCRIPTION 
         FIG. 1  herein shows a transonic aircraft wing, strake, flaps and leading edge flap; 
         FIG. 2  is a view of a supersonic wing airfoil of a laminar flow wing, showing trailing edge and inboard leading edge flap structures; 
         FIG. 3  is a view of a wing, showing locations of the  FIG. 3  flap structure; 
         FIG. 4  is a view like  FIG. 3 , but showing actuators; 
         FIGS. 4   a ,  4   b  and  4   c  are views like  FIG. 4 , but showing different deflected positions of plain and split flaps; 
         FIG. 5  is a view of a representative rotary hinge flap actuator assembly; 
         FIG. 5   a  is like  FIG. 5  except flaps are downwardly deployed; 
         FIG. 6  is a view of a modified aircraft; and 
         FIG. 7  is a plan view of a modified aircraft. 
     
    
    
     DETAILED DESCRIPTION 
     In the drawings, the preferred transonic aircraft  10  has a fuselage  11 , thin, laminar flow wing  12  including left and right wing sections  12   a  and  12   b , jet engines  13  closely proximate opposite sides of the fuselage, and tail  14 . 
     The strake is shown at  15 , as a highly swept portion of the wing between the fuselage  11  and the inboard end  16  of the low sweep main wing panel. Other strake characteristics are referred to above. 
     The raked tip of each wing section is shown at  17 , and has characteristics as referred to above. 
     Reversed fillet configuration, for each strake-fuselage junction leading edge, is indicated at  19 , and has characteristics as referred to above. See also  FIGS. 6 and 7 . 
     The inboard leading edge flap is shown, for each wing section, at  18 , and has characteristics as referred to above, and may have association with cavities in the fuselage or strake. 
     Hybrid plain-split flap, for each wing section, is provided at  21 , and has characteristics as referred to above, and includes plain flap  21   a  and split flap  21   b . In the preferred embodiment rotary hinge actuators contained within the airfoil contour are employed, although conventional linear actuators combined with bell crank linkages could also be employed. Actuators for the plain flap  21   a  and split flap  21   b  are indicated at  35   a  and  35   b  respectively, and may have association cavities in the wing, fuselage or strake. The hinge line for  21   b  is at  21   c . In  FIG. 3 , the hinge line for the split flap may be co-located at or aft of  21   c , with respect to plain flap  21   a.    
     In  FIG. 4 , the typical transonic cruise configuration is depicted with plain flap  21   a  and split flap  21   b  elements in their faired positions. 
     In  FIG. 4A , a typical subsonic cruise position is depicted with plain flap  21   a  deflected through a small angle with split flap  21   b  undeflected and faired with respect to flap  21   a . In  FIG. 4B , a takeoff position is depicted with additional downward deflection of the plain flap  21   a  and a small deflection of the split flap element  21   b  relative to  21   a . Leading edge flap  18  is showed deployed for this condition. 
     In  FIG. 4C , a landing configuration is depicted with additional downward deflection of both plain flap element  21   a  and split flap element  21   b.    
       FIGS. 5 and 5   a  show details of actuators  50  usable in  FIGS. 4 ,  4 A,  4 B and  4 C, and confined between planes defined by outer (uppermost and lowermost) surfaces of the plain and split flaps. 
       FIG. 5  illustrates a configuration of rotary geared actuators (RGA) to attach to and deflect the hybrid flap system. The forward attaching ears of actuators  35   a  are connected to the structure of wing  12  and plain flap  21   a  is attached to the aft ears of  35   a . The aft ears rotate relative to the forward ears via internal gearing of the  35   a  RGA, drive shafts, motor, and gearbox  36   a  effecting the deflection of flap  21   a  and split flap  21   b  which is attached to it. Similarly, the forward attaching ears of actuators  35   b  are connected to the structure of plain flap  21   a  and split flap  21   b  is attached to the aft ears of  35   a . The aft ears rotate relative to the forward ears via drive shafts, motor, and gearbox  36   b  effecting the deflection of split flap  21   b  relative to  21   a . This system allows for independent deflections of the split flap and plain flap segments. A system where split flap deflection is dependent on plain flap deflection may be effected by a single motor and interconnecting drive shafts and gear boxes. A system driven via linear actuators (such as hydraulic cylinder or jack screw) and bell crank linkages may be employed. 
       FIG. 5   a  illustrates the plain flap deflected relative to the wing, and the split flap deflected relative to the plain flap segment. 
       FIG. 5  also shows actuator position conformance to the flatness configuration of the plain and split flaps. 
     In the aircraft of  FIG. 6 , the inboard leading edge flap  18   a  is shown in the stowed (retracted) cruise position. Numeral  18   b  shows the right hand leading edge flap in extended position at the right hand ( 12   b ) wing section. Positions at  18   a  and  18   b  have characteristics as referred to above, and may have association with cavities in the fuselage or strake, as indicated. When the leading edge flap is extended, it projects in superposed relation to the angularly reversed fillet, for operation at lower speeds. 
       FIG. 7  illustrates the top view of an aircraft  40  without the strake element but incorporating the reverse fillet leading edge intersection  19  intersecting the side of the fuselage  11 . The reverse fillet, leading edge extends angularly toward the fuselage, also longitudinally rearwardly.