Source: http://www.google.com.ar/patents/US6560936
Timestamp: 2018-01-20 10:48:49
Document Index: 500804004

Matched Legal Cases: ['art 20', 'art 20', 'art 20', 'art 20', 'art 20', 'art 20']

Patent US6560936 - Aircraft engine run-up hangar - Google Patents
An aircraft engine run-up hangar comprises a building defining a test chamber capable of receiving an aircraft therein, an air inlet structure, and an exhaust structure. The air inlet structure is formed in a front end part of a roof structure corresponding to a front end part of the building. The exhaust...http://www.google.com.ar/patents/US6560936?utm_source=gb-gplus-sharePatent US6560936 - Aircraft engine run-up hangar
Publication number US6560936 B2
Application number US 10/114,256
Also published as DE60212240D1, DE60212240T2, EP1249394A2, EP1249394A3, EP1249394B1, US20020144474
Publication number 10114256, 114256, US 6560936 B2, US 6560936B2, US-B2-6560936, US6560936 B2, US6560936B2
US 6560936 B2
An aircraft engine run-up hangar comprises a building defining a test chamber capable of receiving an aircraft therein, an air inlet structure, and an exhaust structure. The air inlet structure is formed in a front end part of a roof structure corresponding to a front end part of the building. The exhaust structure is connected to a rear end part of the building and defines an exhaust passage extending obliquely upward from the back end of the building. A ceiling included in the building has an inclined section sloping down backward to straighten air currents, and a groove is formed in a middle part, with respect to width, of the inclined section to permit a vertical tail fin of an aircraft to pass when the aircraft is carried into or out of the test chamber.
the exhaust structure is connected to a rear end part of the building and defines an exhaust passage extending obliquely upward from the back end of the building,
a ceiling included in the building has an inclined section sloping down backward to straighten air currents, and
a groove is formed in a middle part, with respect to width, of the inclined section to permit a vertical tail fin of an aircraft to pass when the aircraft is carried into or out of the test chamber.
2. The aircraft engine run-up hangar according to claim 1, wherein the inclined section has laterally opposite parts respectively extending on the opposite sides of the groove 31 and sloping down toward right and left side wall structures.
3. The aircraft engine run-up hangar according to claim 1, wherein a reverse flow stopping plate of a width approximately equal to that of the test chamber is suspended from the ceiling of the test chamber so as to extend in front of the vertical tail fin of the aircraft placed in the test chamber.
4. The aircraft engine run-up hangar according to claim 3, wherein a vertical tail fin passing gap that permits the vertical tail fin to pass when carrying the aircraft into or out of the test chamber is formed in a middle part, with respect to width, of the reverse flow stopping plate, and the vertical tail fin passing gap can be closed or opened by a reverse flow stopping cover.
5. The aircraft engine run-up hangar according to claim 3, wherein the reverse flow stopping plate is disposed near the back end of the inclined section of the ceiling.
6. The aircraft engine run-up hangar according to claim 1, wherein an air inlet structure through which fresh air can be taken into the building is formed at a position on the roof structure corresponding to a position in front of the groove formed in the inclined section of the ceiling.
7. The aircraft engine run-up hangar according to claim 1, wherein a pair of current-straightening plates for the run-up of the tail engine of the aircraft are extended down from the opposite side walls of the groove formed in the inclined section of the ceiling to straighten air currents flowing toward the tail engine of the aircraft.
8. The aircraft engine run-up hangar according to claim 7, wherein the current-straightening plates for the run-up of the tail engine is formed from a metal net, a textile net, a perforated plate, a slit plate or an expanded metal.
9. The aircraft engine run-up hangar according to claim 1, wherein the building has right and left side walls respectively having back half sections extended obliquely toward each other such that the distance between the back half sections decreases toward the back.
10. The aircraft engine run-up hangar according to claim 9, wherein sound-absorbing structures are incorporated into the right and the left side wall.
11. The aircraft engine run-up hangar according to claim 1, wherein the exhaust structure has a width substantially equal to that of a back end part of the building.
12. The aircraft engine run-up hangar according to claim 11, wherein the exhaust structure is joined to the back end of the building so as to extend over the entire width of the back end of the building.
13. The aircraft engine run-up hangar according to claim 12, wherein the exhaust structure has an upward curving or bending passage.
14. The aircraft engine run-up hangar according to claim 11, wherein the exhaust structure has main engine exhaust ducts through which exhaust gas discharged from main engines supported on the right and the left main wing of the aircraft is exhausted, and a tail engine exhaust duct through which exhaust gas discharged from the tail engine of the aircraft is exhausted.
15. The aircraft engine run-up hangar according to claim 14, wherein each of the main engine exhaust ducts has a vertical part vertically rising at the back end of the building.
16. The aircraft engine run-up hangar according to claim 14, wherein the tail engine exhaust duct defines a passage curved or bent obliquely upward toward the back.
17. The aircraft engine run-up hangar according to claim 1, wherein curved connecting members connect parts of the inclined section of the ceiling extending on the opposite sides of the groove formed in the inclined section, and the opposite side walls of the groove formed in the inclined section, respectively.
The present invention relates to an aircraft engine run-up hangar and, more specifically, to an aircraft engine run-up hangar incorporating improvements in the disposition of an air inlet structure, the construction of the ceiling of a test chamber, and construction of an exhaust structure through which gases are discharged from the test chamber, and capable of producing stable air currents in the test chamber.
An overhauled aircraft engine or an aircraft engine of an aircraft to be placed in commission is subjected to a ground run-up in an open space for performance test. Various noise control measures have been taken for environmental protection. Generally, a noise-suppressing duct is disposed just behind the exhaust cone of the engine for, outdoor run-up. Some recent run-up method uses a building capable of entirely housing an aircraft therein and having a noise control function, which is called a noise control hangar. Generally, an air inlet structure included in a noise control hangar is incorporated into the front end part of the noise control hangar to take air into the noise control hangar. Such a noise control hangar of a front air inlet type is provided with a big door provided with an air inlet structure having current-straightening and noise control functions at its front end. This big door must be opened when carrying an aircraft into or out of the noise control hangar. The air inlet structure having current-straightening and noise control functions is inevitably long and, consequently, the big door provided with the long air inlet structure is inevitably very thick. The thickness of a big door included in a practical noise control hangar of a front inlet type is as big as 7.5 m.
In the prior art noise control hangar disclosed in JP-A 313399/2000, the ceiling of the noise control hangar is at a level above that of the tip of the vertical tail fin of the aircraft to enable the high vertical tail fin move under the ceiling. Therefore, the noise control hangar inevitably has a useless space in an upper region of the test chamber. Since the noise control hangar is not provided with any current straightening plates or the like for straightening air currents flowing in the useless space, the exhaust gas discharged from the engine tends to flow forward through the useless space in the test chamber, and air currents are liable to produce eddies and turbulent flows. Consequently, the exhaust gas is liable to be sucked into the engine of the aircraft and hence it difficult to carry out the run-up of the engine of the aircraft under proper conditions.
Although the circulation-preventive plates are disposed slightly in front of the tail fins of the aircraft, the exhaust gas tends to flow forward and whirling currents are liable to be produced in a region in front of the circulation-preventive plates because the large useless space extends on the front side of the circulation-preventive plates.
Since the exhaust gas produced in this noise control hangar is discharged from the back end of the test chamber directly into the exhaust line, the exhaust gas currents is accompanied by a large amount of accompanying currents, i.e., an amount as large as about four times the amount of the exhaust gas currents, during the run-up of the engine. However, any accompanying currents capable of preventing the reverse flow of the exhaust gas cannot be produced because the nose control hangar is not provided with any current straightening means for making the accompanying currents flow regularly backward.
Accordingly, it is an object of the present invention to provide an aircraft engine run-up hangar including a building defining a test chamber and having a roof structure provided with an air inlet, capable of deflecting air currents flowing through the air inlet into the building toward an aircraft housed in the building, to provide an aircraft engine run-up hangar capable of making an exhaust gas flow from a test chamber directly into an exhaust passage, and to provide an aircraft engine run-up hangar capable of producing accompanying currents capable of preventing the reverse flow of an exhaust gas in a test chamber.
According to the present invention, an aircraft engine run-up hangar includes: a building defining a test chamber capable of receiving an aircraft therein; an air inlet structure; and an exhaust structure; wherein the air inlet structure is formed in a front end part of a roof structure corresponding to a front end part of the building, the exhaust structure is connected to a rear end part of the building and defines an exhaust passage extending obliquely upward from the back end of the building, a ceiling included in the building has an inclined section sloping down backward to straighten air currents, and, a groove is formed in a middle part, with respect to the width, of the inclined section to permit the vertical tail fin of an aircraft to pass when the aircraft is carried into or out of the test chamber.
The air inlet structure is disposed on the roof structure and hence a large door for closing a large opening through which the aircraft is carried into or out of the building does not need to be provided with any air inlet structure, and the large door may be of simple construction similar to that of an ordinary soundproof door. Therefore any space for moving and storing the large door is not necessary, which is favorable to saving space necessary for installing the aircraft engine run-up hangar and is convenient in incorporating various current-straightening means into the air inlet structure. Since the exhaust structure is connected to the rear end part of the building so as to form the exhaust passage extending obliquely upward from the back end of the building, any work for moving an exhaust duct is not necessary when aircrafts are changed. Since air in the test chamber is discharged upward through the back end part of the building, the exhaust structure has a comparatively short length and needs a comparatively small space for installation behind the building, which is favorable to saving space necessary for installing the aircraft engine run-up hangar.
Since the ceiling has the inclined section sloping down backward and the groove is formed in a middle part, with respect to the width, of the inclined section to permit the vertical tail fin of an aircraft to pass when the aircraft is carried into or out of the test chamber, the inclined section can be extended in a region far below the tip of the vertical tail fin, the inclined section sloping down backward controls the accompanying currents accompanying the current of the exhaust gas so as to flow regularly backward to produce the accompanying currents capable of preventing the exhaust gas from flowing in the reverse direction in the test chamber. Thus, air currents flowing in a region above the engine of the aircraft can be regulated to ensure an air current condition proper for the run-up of the engine of the aircraft.
Preferably, the inclined section has laterally opposite parts respectively extending on the opposite sides of the groove 31 and sloping down toward right and left side wall structures. The flow of the accompanying currents decreases with distance from the groove 31. Therefore, the laterally opposite parts of the inclined section are sloped down toward the right and the left side wall structure, respectively, to prevent the reduction of the velocity of the accompanying currents in the vicinity of the right and the left side wall structures.
Preferably, a reverse flow stopping plate of a width approximately equal to that of the test chamber is suspended from the ceiling of the test chamber so as to extend in front of the vertical tail fin of an aircraft placed in the test chamber. The reverse flow stopping plate prevents the reverse from of the exhaust gas from a back part of the test chamber through an upper region of the test chamber into a front part of the test chamber.
Preferably, a vertical tail fin passing gap that permits the vertical tail fin to pass when carrying the aircraft into or out of the aircraft engine run-up hangar is formed in a middle part, with respect to width, of the reverse flow stopping plate, and the vertical tail fin passing gap can be closed or opened by a reverse flow stopping cover. The vertical tail fin passing gap is opened when the aircraft is carried into or out of the aircraft engine run-up hangar, and is kept closed during the run-up of the engine to prevent the reverse flow of the exhaust gas through the vertical tail fin passing gap.
Preferably, the reverse flow stopping plate is disposed near the back end of the inclined section of the ceiling. Thus, air currents flowing along the inclined section flow backward beyond the reverse flow stopping plate and are prevented from flowing upstream by the reverse flow stopping plate.
Preferably, an air inlet structure through which fresh air can be taken into the building is formed at a position on the roof structure corresponding to a position in front of the groove formed in the inclined section of the ceiling. Since fresh air flows through the air inlet structure into the groove, the exhaust gas is hardly able to flow forward through the groove formed in the inclined section.
Preferably, a pair of current-straightening plates for the run-up of the tail engine of the aircraft are extended down from the opposite side walls of the groove formed in the inclined section of the ceiling to straighten air currents flowing toward the tail engine of the aircraft. Although air currents flowing along the inclined section of the ceiling tend to flow laterally toward the groove and to affect the run-up of the tail engine adversely, the pair of current-straightening plates straightens the air currents laterally flowing toward the tail engine.
Preferably, the current-straightening plates for the run-up of the tail engine are formed from a metal net, a textile net, a perforated plate, a slit plate or an expanded metal. The current-straightening plates of simple construction straighten air currents and absorb sounds.
Preferably, the building of the aircraft engine run-up hangar has right and left side walls respectively having back half sections extended obliquely toward each other such that the distance between the back half sections decreases toward the back. Thus, proper accompanying currents are produced in the entire test chamber, the enhancement of noise by the repetitive reflection of sounds of specific frequencies by the opposite side walls can be prevented and noise can be reduced.
Preferably, sound-absorbing structures are incorporated into the right and the left side wall. The sound-absorbing structures absorb sounds to reduce noise.
Preferably, the exhaust structure has a width substantially equal to that of a back end part of the building. The exhaust structure having a width substantially equal to that of the back end part of the building defines an exhaust passage of a large sectional area. Therefore, the exhaust gas and the accompanying currents can be smoothly discharged and stable, backward air currents can be produced in the test chamber.
Preferably, the exhaust structure is joined to the back end of the building so as to extend over the entire width of the back end of the building. Thus the construction of the exhaust structure can be simplified, the exhaust gas and the accompanying currents can be smoothly discharged and stable, backward air currents can be produced in the test chamber.
Preferably, the exhaust structure has an upward curving or bending passage. The exhaust gas can be smoothly guided so as to be discharged vertically upward.
Preferably, the exhaust structure has main engine exhaust ducts through which exhaust gas discharged from main engines supported on the right and the left main wing of the aircraft is exhausted, and a tail engine exhaust duct through which exhaust gas discharged from the tail engine of the aircraft is exhausted. It is desirable that the exhaust duct is spaced a predetermined distance apart from the engine. The tail engine exhaust duct extends backward beyond the back ends of the main engine exhaust ducts. Thus, the main engine exhaust ducts and the tail engine exhaust duct can be spaced proper distances apart from the main engines and the tail engines, respectively.
Preferably, each of the main engine exhaust ducts has a vertical part vertically rising at the back end of the building. The vertical part of the main engine exhaust duct can be extended along the back end wall of the building and hence the construction thereof can be simplified.
Preferably, the tail engine exhaust duct defines a passage curved or bent obliquely upward toward the back. The exhaust gas can be smoothly guided and can be discharged vertically upward.
Preferably, curved connecting members connect parts of the inclined section of the ceiling extending on the opposite sides of the groove formed in the inclined section, and the opposite side walls of the groove formed in the inclined section, respectively. Air currents laterally flowing along the inclined section toward the groove formed in the inclined section into the tail engine can be straightened by the curved connecting members.
FIG. 22 is across-sectional view of the aircraft engine run-up hangar shown in FIG. 20;
Referring to FIGS. 1 to 4, an aircraft engine run-up hangar 1 in a preferred embodiment according to the present invention includes a building 4 defining a test chamber 3 in which an aircraft is subjected to an aircraft engine run-up, an entrance structure 5 formed at the front end of the building 4, an air inlet structure 6 through which air is taken into the test chamber, and an exhaust structure 7 through which gases are exhausted from the test chamber 3. In the following description, words, front, back, right, left and such are used for expressing directional and positional attributes as viewed facing the front end of the building 4.
The current deflecting member 20 will be described. As shown in FIGS. 1 to 3, the current deflecting member 20 deflects air currents flowing through the air inlet structure 6 into the building 4 and guides the same so as to flow substantially horizontally toward the aircraft 2. The current deflecting member 20 is a plate having a substantially J-shaped cross section and extending over the substantially entire width of the building 4. The current deflecting member 20 is disposed at or near a position at a distance in the range of {fraction (3/14)} to {fraction (3/7)} of the length of the air inlet structure 6 from the back end of the air inlet structure 6. The upper end of the current deflecting member 20 is fixed to the lower edge of the vertical plate 18 a extending along the width of the current-straightening structure 18 and is held by a truss 25 connected to the roof structure 14 of the building 4.
The current deflecting member 20 has a vertical part 20 a, and a horizontal part 20 b extending horizontally forward. The horizontal part 20 b is at a level somewhat higher than those of the fuselage 2 a and the horizontal stabilizer of the largest one of aircrafts 2 that can be received in the test chamber 3 to avoid interference between the horizontal part 20 b and the aircraft 2 when carrying the aircraft 2 into or out of the aircraft engine run-up hangar 1. The current deflecting member 20 may be disposed at any suitable position other than the aforesaid position. For example, the current deflecting member 20 may be disposed at a position at a distance in the range of about B/8 to B/2, where B is the length of the air inlet structure 6, from the back end of the air inlet structure 6. Lower parts of the vertical part 20 a of the current deflecting member 20 may be inclined at suitable angles to a horizontal plane, and the horizontal part 20 b may be slightly inclined.
As shown in FIG. 3, a vertical tail fin passing gap 26 that permits the vertical tail fin 2 b of an aircraft 2 to pass when carrying the aircraft 2 into or out of the aircraft engine run-up hangar 1 is formed in a middle part, with respect to the width, of the current deflecting member 20, and the vertical tail fin passing gap 26 is closed by a reverse flow stopping cover 27. The reverse flow stopping cover 27 is a roll-up shutter that can be rolled up to open the vertical tail fin passing gap 26 by a driving device, not shown, held on the roof structure 14. The reverse flow stopping cover 27 is opened when carrying the aircraft 2 into or out of the aircraft engine run-up hangar 1, and is closed during run-up. The reverse flow stopping cover 27 may include a pair of sliding doors that can be moved in opposite directions, respectively by a driving device.
As shown in FIGS. 1 and 2, most part of the ceiling of the building 4 is an inclined section 30. The inclined section 30 straightens air currents flowing through the test chamber to make accompanying currents accompanying the flow of an exhaust gas emitted from the engine of the aircraft 2 during run-up, and air around the accompanying currents to flow regularly toward the back of the test chamber 3. As shown in FIG. 4, a groove 31 is formed in a middle part, with respect to the width, of the inclined section 30 to permit the vertical tail fin 2 b of the aircraft 2 to pass when the aircraft 2 is carried into or out of the test chamber 3. The opposite side walls of the groove 31 are formed of plates.
Referring to FIGS. 1, 2 and 4, a reverse flow stopping plate 32 of a width approximately equal to that of the test chamber 3 is suspended from the ceiling of the test chamber 3 so as to extend in front of the vertical tail fin 2 b of the aircraft 2 placed in the test chamber 3. The reverse flow stopping plate 32 has a J-shaped cross section and is disposed at a position at or near the back end of the inclined section 30. The upper end of the reverse flow stopping plate 32 is fixed to the roof structure 14 and the lower end of the same is fixed to the back end of the inclined section 30 of the ceiling. A vertical tail fin passing gap 33 that permits the vertical tail fin 2 b to pass when carrying the aircraft 2 into or out of the aircraft engine run-up hangar 1 is formed in a middle part, with respect to width, of the reverse flow stopping plate 32. The vertical tail fin passing gap 33 can be closed or opened by laterally moving a pair of covers 34, i.e., doors, by a driving device, not shown. The vertical tail fin passing gap 33 is opened when the aircraft is carried into or out of the aircraft engine run-up hangar 1, and is kept closed during run-up. A roll-up shutter that can be rolled up may be used instead of the pair of covers 34.
Since the fourth current-straightening member 24 is extended from a position near the lower end of the current deflecting member 20 to the ceiling of the building 4 on the back side of the current deflecting member 20, air currents flowing on the back side of the current deflecting member 20 can be straightened by the fourth current-straightening member 24. Since the vertical tail fin passing gap 26 that permits the vertical tail fin 2 b of the aircraft 2 to pass when carrying the aircraft 2 into or out of the building 4 is formed in a middle part of the current deflecting member 20, and the vertical tail fin passing gap 26 is covered with the removable reverse flow stopping cover 27, the aircraft 2 can be carried into or out of the building 4 even if the lower edge of the current deflecting member 20 is at a level below that of the tip of the vertical tail fin 2 b by moving the reverse flow stopping cover 27 away from the vertical tail fin passing gap 26 to open the vertical tail fin passing gap 26 so that the vertical tail fin 2 b is able to pass through the vertical tail fin passing gap 26. The current deflecting member 20 is able to function normally for deflecting air currents without being affected by the vertical tail fin passing gap 26 because the vertical tail fin passing gap 26 is closed by the reverse flow stopping cover 27 during run-up. Since the wind guard structure 16 has an open-area ratio in the range of 50% to 75%, the wind guard structure 16 provides a low resistance against the passage of air currents and exercises a protective function against wind satisfactorily. Since the wind guard structure 16 has a mean height of 2.0 m or above, the wind guard structure 16 is able to exercise the protective function satisfactorily. Since the air-permeable, upper wind guard 17 is disposed on the upper end of the wind guard structure 16 at a level substantially equal to that of the upper end of the wind guard structure 16 so as to cover the upper end of the air inlet structure 6. The upper wind guard 17 reduces the effect of wind and wind direction on air currents flowing therethrough into the air inlet structure 6 and uniforms the velocity of the air currents in the entire region of the air inlet structure 6.
Since the inclined section 30 for straightening air currents flowing through the test chamber 3 is formed in a part of the ceiling of the building 4, and the groove 31 is formed in a middle part, with respect to the width, of the inclined section 30 to permit the vertical tail fin 2 b of the aircraft 2 to pass when the aircraft 2 is carried into or out of the test chamber 3, the inclined section 30 can be formed at a level far lower than that of the vertical tail fin 2 b of the aircraft 2 so as to slope down toward the back, accompanying currents accompanying the flow of the exhaust gas emitted from the engine of the aircraft 2, and air around the accompanying currents can be made to flow regularly toward the back of the test chamber 3, the accompanying currents can be produced so as to prevent the generation of reverse currents, air currents on the upstream side of the engines 2 d and 2 e of the aircraft 2 can be straightened, and proper run-up conditions can be ensured for the run-up of the engines 2 d and 2 e of the aircraft 2.
The vertical tail fin passing gap 33, that permits the passage of the vertical tail fin 2 b when carrying the aircraft 2 into or out of the aircraft engine run-up hangar 1, is formed in a middle part, with respect to width, of the reverse flow stopping plate 32, and the vertical tail fin passing gap 33 can be closed or opened by laterally moving the pair of covers 34 by the driving device. The vertical tail fin passing gap 33 is opened when the aircraft is carried into or out of the aircraft engine run-up hangar 1, and is kept closed during run-up. Thus the reverse flow of the exhaust gas through the vertical fin passing gap 33 can be prevented. Since the reverse flow stopping plate 32 is disposed near the back end of the inclined section 30 of the ceiling, the air currents flowing along the inclined section 30 flow backward beyond the reverse flow stopping plate 32 and is prevented from flowing upstream by the reverse flow stopping plate 32.
(1) The reverse flow stopping cover 27 for closing the vertical tail fin passing gap 26 shown in FIG. 1 may be omitted. When the reverse flow stopping cover 27 is omitted, a pair of vertical current-straightening plates 28 are extended longitudinally on the opposite sides of the vertical tail fin passing gap 26 of the current deflecting member 20 as shown in FIG. 34. The current-straightening plates 28 may be steel plates, perforated plates provided with many small holes, or slit plates provided with many small slits. The pair of current-straightening plates 28 suppress the generation of swirling or turbulent flows at the edges of the current deflecting member 20 defining the vertical tail fin passing gap 26.
Since the air inlet structure is disposed on the front end part of the roof structure corresponding to a front end part of the building, the large door for closing a large opening through which the aircraft is carried into or out of the building does not need to be provided with any air inlet structure, and the large door may be of simple construction similar to that of an ordinary soundproof door. Therefore any space for moving and storing the large door is not necessary, which is favorable to saving space necessary for installing the aircraft engine run-up hangar and is convenient in incorporating various current-straightening means into the air inlet structure. Since the exhaust structure is connected to the rear end part of the building so as to form the exhaust passage extending obliquely upward from the back end of the building, any work for moving an exhaust duct is not necessary when aircrafts are changed. Since air in the test chamber is discharged upward through the back end part of the building, the exhaust structure has a comparatively short length and needs a comparatively small space for installation behind the building, which is favorable to saving space necessary for installing the aircraft engine run-up hangar.
Since the inclined section has the laterally opposite parts respectively extending on the opposite sides of the groove and sloping down toward the right and the left side wall structure, the reduction of the velocity of the accompanying currents in the vicinity of the right and the left side wall structures can be prevented.
The reverse flow stopping plate prevents the reverse flow of the exhaust gas from a back part of the test chamber through the upper region of the test chamber into a front part of the test chamber.
Since the vertical tail fin passing gap that permits the vertical tail fin to pass when carrying the aircraft into or out of the aircraft engine run-up hangar is formed in a middle part, with respect to width, of the reverse flow stopping plate, interference between the reverse flow stopping plate and the vertical tail fin of the aircraft can be prevented when the aircraft is carried into or out of the aircraft engine run-up hangar, and the reverse flow of the exhaust gas through the vertical tail fin passing gap can be prevented by keeping the vertical tail fin passing gap closed by the reverse flow stopping cover during the run-up of the engine.
Since the reverse flow stopping plate is disposed near the back end of the inclined section of the ceiling, air currents flowing along the inclined section flow backward beyond the reverse flow stopping plate and is prevented from flowing upstream by the reverse flow stopping plate.
Since the air inlet structure through which fresh air can be taken into the building is formed at a position on the roof structure corresponding to a position in front of the groove formed in the inclined section of the ceiling and fresh air flows through the air inlet structure into the groove, the exhaust gas is hardly able to flow forward through the groove formed in the inclined section.
Since the pair of current-straightening plates for the run-up of a tail engine of the aircraft are extended down from the opposite side walls of the groove formed in the inclined section of the ceiling to straighten air currents flowing toward the tail engine of the aircraft, air currents laterally flowing toward the tail engine can be straightened.
Since the current-straightening plates for the run-up of the tail engine is formed from a metal net, a textile net, a perforated plate, a slit plate or an expanded metal, the current-straightening plates is simple in construction and is capable of straightening air currents.
Since the building of the aircraft engine run-up hangar has the right and the left side wall respectively having the back half sections extended obliquely toward each other such that the distance between the back half sections decreases toward the back proper accompanying currents can be produced in the entire test chamber, and generation of noise in the test chamber can be reduced.
Since the sound-absorbing structures are incorporated into the right and the left side wall, the sound-absorbing structures absorb sounds and reduce generation of noise in the test chamber.
Since the exhaust structure has a width substantially equal to that of a back end part of the building, the exhaust structure defines an exhaust passage of a large sectional area. Therefore, the exhaust gas and the accompanying currents can be smoothly discharged, and stable, backward air currents can be produced in the test chamber.
Since the exhaust structure is joined to the back end of the building so as to extend over the entire width of the back end of the building, the construction of the exhaust structure can be simplified, the exhaust gas and the accompanying currents can be smoothly discharged and stable, backward air currents can be produced in the test chamber.
Since the exhaust structure has the upward curving passage, the exhaust gas can be smoothly guided so as to be discharged vertically upward.
Since the exhaust structure has the main engine exhaust ducts through which exhaust gas discharged from the main engines supported on the right and the left main wing of the aircraft is exhausted, and the tail engine exhaust duct through which exhaust gas discharged from the tail engine of the aircraft is exhausted, the main engine exhaust ducts and the tail engine exhaust duct can be spaced proper distances apart from the main engines and the tail engines, respectively.
Since each of the main engine exhaust ducts have the vertical part vertically rising at the back end of the building, the vertical part of the main engine exhaust duct can be extended along the back end wall of the building and hence the construction thereof can be simplified.
Since the tail engine exhaust duct defines the passage curved obliquely upward toward the back, the exhaust gas can be smoothly guided and can be discharged vertically upward.
Since the curved connecting members connect parts of the inclined section of the ceiling extending on the opposite sides of the groove formed in the inclined section, and the opposite side walls of the groove formed in the inclined section, respectively, air currents laterally flowing along the inclined section toward the groove formed in the inclined section into the tail engine can be straightened by the curved connecting members.
US4697392 * 13 Nov 1986 6 Oct 1987 Siegfried Silzle Airplane hangar
USD223749 * 30 Oct 1970 6 Jun 1972 Aircraft service structure
U.S. Classification 52/174, 73/147, 181/144
International Classification B64F5/00, B64F1/26, E04H6/44
Cooperative Classification E04H6/44, B64F5/60
European Classification B64F5/00D, E04H6/44
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:SATOMI, TAKAYUKI;OGAWA, KAZUSHI;KAWASHIMA, TAKASHI;AND OTHERS;REEL/FRAME:012763/0935