WO2007133182A2

WO2007133182A2 - Modular aerospace plane

Info

Publication number: WO2007133182A2
Application number: PCT/US2006/015869
Authority: WO
Inventors: Robert Talmage
Original assignee: Individual
Current assignee: Individual
Priority date: 2006-04-28
Filing date: 2006-04-28
Publication date: 2007-11-22
Anticipated expiration: 2008-10-28
Also published as: WO2007133182A3

Abstract

A modular aerospace plane. In one embodiment the plane can include a forward fuselage section, a main wing section, a tail section and wing attachments. Various sections can be integrated to offer a variety of aircraft characteristics, performance and missions. The forward fuselage and tail sections may utilize a parachute device whereby these sections can separate in an emergency and safely lower the occupants to the ground.

Description

MODULAR AEROSPACE PLANE

TECHNICALFIELD

The disclosed embodiments relate to modular aerospace plane (MAP) configurations and methods for designing and manufacturing such configurations.

BACKGROUND

One goal of the air transport industry is to design an aircraft with the ability to alter its flight characteristics, e.g. Short Take Off and Landing (STOL), subsonic cruise, supersonic speeds or a plane to loiter at high altitudes. Previous work on variable sweep wing aircraft such as the F-14 Tomcat, The F-111 Aardvaark, and the B-IB Bomber have been able to improve take off and landing performance over other supersonic vehicles yet they suffer major shifts in aerodynamic balance and reduced supersonic performance with additional weight and complexity of the variable sweep wings. Previous work on the oblique wing has not produced a production aircraft and furthermore, still faces safety and technological challenges. Neither the variable sweep wing nor the oblique wing concepts have produced a commercial vehicle. A further goal has been for an aircraft to fly supersonic over long distances with good take off and landing characteristics. Although attempts have been made for the before mentioned goals, the Concorde has been the only commercial vehicle produced. However, the Concord has recently been abandoned. AU of these concepts have used a delta or highly swept wing design, which attributes to many of the problems associated with these supersonic planes. In general, the low lift to drag characteristics of these planes creates problems such as increased fuel consumption, smaller payloads, high heat loads and poor take off and landing characteristics. At transonic speeds, the delta wing design also experiences major shifts in aerodynamic balance and subsequently, the Concord must utilize an intricate system to move fuel around to help control its weight and balance.

Safe air transportation has always been a primary concern. Current safety methods rely on the aircraft to survive a vehicle malfunction or failure. Small military aircraft use ejection seats or individual parachutes. No current system is operating in which one or more of the modules or sections of an aircraft is designed to separate from the stricken parent vehicle in an emergency and safely carry the crew and passengers to earth.

The high cost and economics of current aircraft manufacturing, maintenance, training and flight-testing contributes to much of the expense of aircraft ownership and operations. An economical vehicle could be easily constructed of modular sections to provide a variety of aircraft platforms, which could dramatically reduce the cost of training, manufacturing and maintenance. A modular method of construction enables a basic modular aerospace plane to be quickly configured with specialized or replacement modules and avoid long periods of aircraft downtime.

SUMMARY

The present invention describes a new aerospace vehicle with improved safety, performance, economics and versatility over current aircraft. This invention embodies an aircraft comprised of three aircraft sections and wing attachments. All four modular components can be configured for a variety of aircraft platforms such as passenger, payload, fuel, equipment, aircraft systems, propulsions options, short take-off and landing, reconnaissance, cruise, transonic, supersonic and space operations. To avoid problems associated with movement of the center of lift in prior vehicles the present invention describes a wing configuration to provide a Stable Center of Lift (SCL). By using the SCL wing configuration the present invention solves some of the major problems in prior vehicles such as poor lift to drag, aerodynamic control, transonic stability and aerodynamic balance. Furthermore, the SCL wing enables utilization of the embodied wing attachments which allows the aircraft to select various size wing attachments to change the aircraft's flight characteristics without changing the aircraft's center of lift.

The various wing attachments offer the optimum wingspan, size and configuration for different speed envelopes. Designing the main wing as a module which accommodates wing attachments makes it possible to replace wing attachments with little down time, reduce the wingspan for better ground handling and simplify transportation by shipping the main wing module and wing attachments separately. These aspects, together with other objects and methods, which will be subsequently apparent, reside on the details of construction and operation as more fully hereinafter described and claimed.

DISCLOSURE OF INVENTION

It is an aspect of the present invention to provide a new aerospace vehicle with improved safety, performance, and versatility over existing vehicles, with the ability to change wings, select different aircraft modules which integrate into the aircraft platform to support various missions and reduce the cost of manufacturing, maintenance, upgrades and flight testing. Furthermore, it is an object of this invention to provide a vehicle capable of supersonic speeds over long range with minimal sonic boom disturbance and/or to rise above into space and return.

The present invention embodies an aircraft of three main sections or modules and wing attachments. All three aircraft sections can be configured for a variety of passenger, payload, fuel or aircraft systems. The forward fuselage section encompasses the nose wheel, the canard, the cockpit, the avionics, the passenger cabin, a payload area and aircraft systems. Various forward fuselage sections can utilize an escape cabin and/or any combinations of passenger, payload and aircraft systems to satisfy mission requirements. The entire forward section can be separated from the vehicle with explosive bolts or other methods of separation known to those skilled in the art. In this manner the forward section can separate from the weight and flammable fuels in the main wing and tail sections and the forward section containing passengers is safely lowered to the ground using parachutes and deceleration devices. The middle or main wing section encompasses the SCL wing or main aerodynamic wing, receptacles for the wing attachments, engines mounted on the main wings, main landing gear, fuel, aircraft systems and passenger or payload space.

The tail section encompasses the rudder, elevators, aircraft engines, fuel, aircraft systems and passenger or payload space. When assembled, these three aircraft sections or modules provide the basic aircraft platform tailored to a specific role. Wing attachments of various lengths and configurations attach to the end of the main wings for the required lift and roll control. The selection of various wing attachments allows the MAP to quickly change flight characteristics to perform a specific mission. The base line vehicle, which is designed to operate at the fastest speeds and highest aerodynamic pressures, incorporates the smallest wing attachment designed primarily as an aileron for roll control. Wing attachments may also incorporate flaps. A hinged wing attachment can be used for aircraft carrier operations. All wing attachments can be removed for improved ground handling or replacement and repairs. The ability to quickly change the flight characteristics of an aircraft for a specific mission or replacement of damaged components is of particular interest to the military. The main wing section can also use a standard fixed wing typical on existing aircraft if variable aircraft performance is not of design interest.

The forward section is designed to carry the crew and /or passengers with a new level of safety in air transportation. This section can incorporate an Aircraft Escape Cabin (AEC) which can accommodate a small crew, separate from the parent aircraft, glide and/or parachute to a landing, and withstand the high heating and aerodynamic loads of a hypersonic escape. The entire forward section can be designed as an escape module which can separate in an emergency and safely lower all passengers by parachute. This safety feature adds minimum cost, complexity or weight to the MAP. Military crews flying the MAP in hostile environments will be able to survive most attacks and parachute to the ground with classified information and equipment. Various forward sections can be tailored for specific missions and weapons systems, all of which attach to the same basic aircraft platform.

All tail sections will support the rudder and elevators for aircraft yaw and pitch control. These controls will be designed to provide effective control in both subsonic and supersonic speeds. MAPs configured primarily for passengers may utilize a tail section with seating. This tail section can be designed to separate like the forward section in an emergency to safely parachute the occupants to earth or the tail section can be designed primarily for baggage. Various tail sections can be configured to accommodate aircraft engines, fuel, aircraft systems, auxiliary power unit, rocket engine and payload. The tail section can also be permanently attached to the main wing section. The dynamic balance of an aircraft's weight, thrust and aerodynamic forces is critical for a high performance and safe vehicle. Supersonic vehicles experience additional problems as the center of lift changes from subsonic to supersonic speeds. For this reason, the present invention embodies an SCL wing, perpendicular to the fuselage to minimize movement of the center of lift. To define and quantitate this concept, the Aerodynamic Balance Ratio (ABR) was developed as an indicator for how well an aircraft is balanced for supersonic speeds. The ABR is the maximum longitudinal displacement or movement of a plane's aerodynamic center of lift throughout the vehicle' s speed range, divided by the fuselage length and multiplied by ten. Current supersonic vehicles have an ABR>1 and are unable to benefit from a favorable aerodynamic balance. High performance aerospace vehicles will have an ABR<1 and will be able to meet the stringent weight and balance requirements of a practical supersonic vehicle. The present invention is embodied to have an ABR<1 and offer new levels of service in the safety, cost and performance of a supersonic aerospace plane.

Additionally, this invention embodies a vehicle configured to maximize the pitch control forces of the canard and elevator to provide efficient control of the MAP's weight and balance. To quantitate and define this concept, the Elevator Moment Ratio (EMR) was developed. The EMR is the ratio of the longitudinal distance from the plane's aerodynamic center of lift to the elevator's center of lift, divided by the fuselage length. An EMR > .4 is standard for conventional subsonic aircraft. Current supersonic vehicles have an EMR <A The present invention's EMR is embodied to be greater than .4 and the present invention can also utilize canards for additional pitch control and transonic stability.

The elevator and rudder will be positioned and designed to be effective at subsonic and supersonic speeds. By utilizing wings with the ABR<1, it will minimize movement of the center of lift. Designed with a EMR>.4, the invention reduces the amount of pitch control forces necessary and enables the MAP to use smaller canard and elevators surfaces which helps to reduce drag.

The present invention embodies fixed and magnetohydrodynamic devices to manipulate supersonic flow in order to reduce shock waves, aero thermodynamic heating, sonic boom and drag. The fixed devices include fairings, spikes, vortex generators, and trailing edge devices. The magnetohydrodynamic devices involve an electronic power source to charge the supersonic flow of air around the vehicle.

A further embodiment of this invention is the Superconducting Magnetic Energy Storage System (SMES) device. This embodiment uses high temperature Superconducting material to energize an electromagnetic power source. This embodiment is surrounded by a liquid coolant and/or cool air steam to cool the SMES device.

On the ground, the liquid coolant can be replaced and the SMES device charged by an auxiliary power source. Super cold air in the upper atmosphere can be combined with a refrigeration device to provide additional cooling in flight and the aircraft engines can recharge the SMES device. The SMES device is designed to provide a large burst of power to operate the electric propulsion, fire electronic weapons, and power the magnetohydrodynamic device.

Embodied in the present invention is electric propulsion during take off. By charging the SMES devices by an auxiliary power source or its own engines, the SMES device powers electric motors connected to the main landing wheels for electric propulsion. These motors can provide the MAP with additional take-off acceleration capability such that it could dramatically reduce runway requirements or even eliminate the need of mechanical assistance during take off from an aircraft carrier. These same electric wheel motors also pre-spin the tires for touch down, serve as brakes and propel the MAP for ground maneuvering.

The MAP design also offers safe protection from a terrorist attack either from a missile or bomb contained in baggage. In the event of a missile attack and the engines or controls are destroyed, the passenger section separates for a safe landing by parachute. If a bomb is contained in baggage which is located in either the middle or tail section and away from the passengers in the forward section, the passenger section can survive the explosion and safely land with all passengers and survival equipment. The failsafe and versatile aspects of the MAP also provides the ideal test plane. Different tail sections can test various engines and configurations using the same forward and middle section. The ability to change wing attachments and vary aircraft performance provides for flight tests to be conducted within their designed speeds, altitudes and actual flight conditions. In addition, an engine malfunction or explosion does not result in a loss of crew or flight data.

The features and performance of the MAP also apply to an Unmanned Aerial Vehicle (UAV). The safe return of UAV equipment and data is often a high priority. The modular UAV offers the desired ground handling, storage and transportation characteristics to improve operations. Replacement modules also reduce downtime and costs. Access panels are located in close proximity to the structural and system connectors. These access panels permit access to the connectors from the exterior of the vehicle. This is required on unmanned aerospace vehicles, wing attachments and some fuselage areas on manned vehicles where access from the interior is blocked. Further areas of applicability and methods of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiments of the invention, are intended for purposes of illustration only and are not intended to limit the scope of the invention.

BRIEF DESCRIPTION OF DRAWINGS

Figure 1 is a front view of the MAP with a high lift wing attachment and escape cabin. Figure 2 is a top view of the MAP with windows in the forward fuselage section designed for passenger accommodations.

Figure 3 is a cross-sectional side view taken generally along the centerline of the tail section designed for a rocket motor and fuel storage.

Figure 4 is a side view of the MAP with escape cabin and forward section designed for electronic weapons.

Figure 5 is a top view of the MAP with the main section configured as a conventional fixed wing without wing attachments.

Figure 6 is a side view of the forward fuselage section detached from the parent vehicle with the parachute and deceleration devices deployed. Figure 7 is a perspective view of a UAV comprising the modular components.

Figure 8 is a side view of a large commercial airline designed to accommodate passengers in the forward section and baggage in the tail section.

Figure 9 is a side view of the tail section designed for a turbojet engine and air intake. Figure 10 is^'a side view of the tail section designed with an auxiliary engine.

Figure 11 is a view of the MAP with the forward and tail section designed to carry passengers and parachute devices. Figure 12 is a side view of the MAP designed with the forward, main wing tail sections all designed for passengers and no parachute devices.

DETAILED DESCRIPTION

The following description provides specific details for a thorough understanding of, and enabling description for, embodiments of the inventions. However, one skilled in the art will understand that the invention may be practiced without some of these details. In some instances, well-known structures and functions have not been shown or described in detail to avoid unnecessarily obscuring the description of the embodiments of the invention.

The nomenclature used to describe the present invention is as follows:

1 FORWARD FUSELAGE SECTION

2 MAIN WTNG SECTION 3 TAIL SECTION

4 WING ATTACHMENT

5 ESCAPE CABIN

6 AIRCRAFT ENGINE 8 CANARD 9 ELEVATOR

10 RUDDER

11 ROCKET MOTOR

12 FUEL TANK

13 CONVENTIONAL FDIED WING 14 EXPLOSIVE BOLTS

15 INCENDIARY DEVICES

19 PARACHUTE DEVICE

21 TAIL AIRCRAFT ENGINE

22 AIR INLET 23 ACCESS DOOR

24 AUXILIARY MOTOR

25 CONNECTING FLANGE FORWARD SECTION & MAIN WTNG SECTION 26 CONNECTING FLANGE MAIN WING SECTION & TAIL SECTION

27 ACCESS PANEL

28 WING ATTACHMENT RECEPTICLES

29 NOSE WHEEL 30 MAIN LANDING GEAR

31 DECELERATION DEVICE

32 SUPERCONDUCTING MAGNETIC ENERGY STORAGE SYSTEM (SMES)

33 DROGUE STABILIZING PARACHUTE 34 WINDOW APERTURE

35 ELECTRONIC WEAPON

36 MAGNETOHYDRODYNAMIC DEVICE

With reference to Figure 1 of the drawings, the illustrated vehicle demonstrates the relative position of the four lifting surfaces, a canard 8, a main wing section 2, wing attachments 4 and elevators 9. The location of these flight surfaces will have a beneficial effect on each other to improve lift, aerodynamic performance and balance.

The configuration of the Stable Center of Lift (SCL) main wing will restrict movement of the center of lift, permit the utilization of the wing attachments 4 and reduce cost. In order to offer improved aerodynamic balance and efficient aerodynamic control, the main wing section 2 is also configured for optimum interaction with the canard 8 located on the forward fuselage section 1 and the elevators 9 located on the tail section 3. This unique characteristic of the aircraft platform enables the MAP to provide optimum control and balance through out the subsonic, transonic and supersonic range. This method and design of the aerodynamic flight surfaces and controls offers a favorable ABR. These embodied aircraft modular sections and wing attachments permit aircraft platform versatility, failsafe capability, improved ground handling, reduced manufacturing cost, lower maintenance cost and less down time. Furthermore, this modular method of fabrication simplifies the movement and transportation of the individual modules on the ground or for transportation by air. The forward fuselage section 1 can be designed with an integral aircraft escape cabin 5, which separates from the forward section during an emergency. Also illustrated in Figure 1 is rudder 10, aircraft engine 6 and main landing gear 30. In Figure 4, access door 23 provides access to the aircraft escape cabin 5 and other sections or modules. The forward fuselage section 1 also supports and contains a nose wheel 29. To safely evacuate passengers during an emergency, the entire forward fuselage section 1 can be designed to separate from the main wing section by utilizing a plurality of explosive bolts 14 in. connecting flange forward section & main wing section 25. A plurality of incendiary devices 15 will serve all wiring and mechanical lines for aircraft systems. After separation the forward section will naturally fall and the main wing section and tail section will naturally pitch upward avoiding contact with each other. After separation a drogue-stabilizing parachute 33 can be deployed to assure proper orientation and speed of the forward fuselage section to safely deploy the main parachute device 19 as shown in Figure 6. A plurality of deceleration device 31 deploys to absorb the impact loads at touch down. Without the flammable fuel and weight of the main wing section and tail sections, the forward fuselage section can safely parachute passengers and crew to the ground or water landing. The sealed intact passenger module will float and protect occupants from hypothermia. The tail can be utilized in a similar manner for passenger safety.

Referring to Figure 1, Figure 2 and Figure 5, the main wing section 2 is located between the forward fuselage and tail section. This main wing section supports and contains the main landing gear 30, carries fuel, support the aircraft engines 6 mounted on the main wings and the wing attachment receptacles 28 in which the wing attachments 4 plug into and attach. Access panel 27 permits access to connectors for the wing attachments and the connectors for the wiring and mechanical lines and to perform inspections of the same. Similar access panels are located in close proximity to other connectors to provide access from the exterior of the vehicle. This is typical of the case for each connector on the UAV.

Figure 2 of the drawings clearly depicts the three main sections of the MAP. The forward fuselage section 1 is attached to the main wing section 2 and which is attached to the tail section 3 in a similar fashion by bolting corresponding flanges in each section. Connecting flange forward section & main wing section 25 and connecting flange main wing section & tail section 26 are an integral part of the fuselage structure and when bolted together, carry the necessary structural loads. A gasket can be located between the two connecting flanges to seal each section and permit cabin pressurization. This method of connecting the modules isolates destructive vibrations, thermodynamic expansion and contraction, and is the quickest, safest and least expensive method of attachment. Explosive bolts are used on modules designed to separate in an emergency. Located in close proximity to the connecting flanges are connectors for the electrical systems, aircraft equipment, as well as the pneumatic and hydraulic controls. Also illustrated in Figure 2 are canard 8, elevator 9, parachute device 19, access door 23, deceleration device 31, drogue stabilizing parachute 33, window aperture 34, and magnetohydrodynamic device 36.

The main wing section can also be designed as a complete conventional fixed wing 13 for a specific role as shown in Figure 5, similar to wings on conventional aircraft. These conventional wings would not use wing attachments; however, the modular method and design would still enable the forward and tail sections to parachute safely to earth in an emergency and lower cost of fabrication and maintenance. Also illustrated in Figure 5 are forward fuselage section 1, rudder 10, connecting flange forward section & main wing section 25 and connecting flange main wing section & tail section 26.

Figure 11 illustrates a tail section designed for passengers with a plurality of window aperture 34. To provide quick separation in an emergency, explosive bolts are utilized in connecting flange main wing section & tail section 26. Parachute device 19 located in the tail end will deploy out the rear. The tail deceleration devices 31 located on the interior bulkhead at connecting flange main wing section & tail section 26 deploy to absorb ground impact loads. The unique configuration of the MAP allows all four sections to be easily integrated into the appropriate aircraft platform for a specific mission. To provide yaw and pitch control, the tail section 3 supports the elevator 9 and rudder 10. Also illustrated in Figure 11 are forward fuselage section 1, main wing section 2, wing attachment 4, aircraft engine 6, access door 23, connecting flange forward section & main wing section 25, drogue stabilizing parachute 33, and magnetohydrodynamic device 36.

Figure 3 depicts a tail section 3 with a rocket motor 11 and large fuel tank 12. Also illustrated in Figure 3 are main wing section 2, rudder 10, and connecting flange main wing section & tail section 26.

Figure 10 illustrates a tail section with an auxiliary motor 24 which can supply electrical power for aircraft and charge the Superconducting Magnetic Energy Storage System SMES device 32. Also illustrated in Figure 10 are main wing section 2, tail section 3, elevator 9, rudder 10, access door 23, connecting flange main wing section & tail section 26, and magnetohydrodynamic device 36.

Figure 9 illustrates a tail section designed to accommodate a tail aircraft engine 21 with air inlet 22. The tail can also be configured with the elevators above the rudder in a conventional T-tail design. This would permit location of the two main aircraft engines on the exterior of the tail section. The tail section can also be permanently attached to the main wing section. Also illustrated in Figure 9 are main wing section 2, tail section 3, elevator 9, rudder 10, access door 23, connecting flange main wing section & tail section 26, and magnetohydrodynamic device 36. The same advantages of the modular method and design in manufacturing, costs, maintenance and ground handling are desirable for Unmanned Aerial Vehicles (UAV) shown in Figure 7. UAV operators may not have need to recover a specific module; however, the ability to separate modules for transportation or storage is a tremendous advantage in UAV operations. Illustrated in Figure 7 are forward fuselage section 1, main wing section 2, tail section 3, wing attachment 4, connecting flange forward section & main wing section 25, and connecting flange main wing section & tail section 26.

A high priority in commercial aviation is the failsafe feature of the MAP, which will safely recover the forward fuselage section or tail section in an emergency or terrorist attack. Figure 8 represents a commercial MAP designed with passengers in the forward fuselage section and baggage in the tail section. This configuration will offer a terrorist-proof plane by separating the passenger area from the stored baggage area and permit the safe recovery of the forward section in the event of a bomb destroying the tail section or missile destroying the main wing section. Enlarging the forward section for the passengers can reduce drag and improve supersonic performance. Drogue stabilizing parachute 33 and main parachute device 19 are connected to the forward fuselage section and not attached to the main wing section. This illustration shows how the interior space of the main wing section can be used to accommodate the space requirements of the parachutes to maximize passenger space in the forward fuselage section. An interior bulkhead at the rear of the forward fuselage section maintains cabin pressure and parachute devices can be located on either side of this partition. Also illustrated in Figure 8 are forward fuselage section 1, main wing section 2, wing attachment 4, aircraft engine 6, elevator 9, rudder 10, explosive bolts 14, incendiary devices 15, access door 23, connecting flange forward section & main wing section 25, connecting flange main wing section & tail section 26, and window aperture 34.

Figure 12 illustrates a MAP with the interior configured like a conventional passenger plane. There are no parachute devices or explosive bolts. The modular feature is utilized to reduce fabrication cost, offer a variety of aircraft performance and improve ground handing. This is just one of many different combinations of sections which aircraft owners may choose.

Supersonic Shockwave manipulation embodied in this invention is achieved with fixed devices and magnetohydrodynamic devices 36 to reduce aerodynamic heating, drag and sonic disturbances. The fixed devices such as fairings, spikes, vortex generators and trailing edge devices are located on the vehicle to manipulate destructive Shockwaves. Magnetohydrodynamic devices 36 are utilized to manipulate the supersonic flow in front of the vehicle and outside the effective range of the fixed devices. Magnetohydrodynamic devices charged by the electrical systems are located on the fixed devices and the airframe to provide the most desirable effects.

To improve short take-off performance, this invention embodies a SMES device 32, as illustrated in Figure 4, to power the electric wheels and provide additional takeoff acceleration. The SMES device 32 is accessible from the ground to recharge the liquid coolant and energize the SMES device. Electrical motors are connected to the main landing gear axles through gears to provide the necessary torque and speed.

On landing, the electric powered wheels can be spun prior to touch down and avoid the severe loads associated with non-spinning wheels hitting the ground at a high speed under high impact loads. The electrical motors will also serve as brakes during landings and the braking energy can be dumped into the SMES device. The electric powered wheels also provide forward, reserve and directorial control, which eliminates the need for ground handling equipment. hi flight the SMES device 32 is charged by the aircraft engines and provides the large burst of power necessary to fire electronic weapons 35. The SMES can also supplement the power necessary to operate the electronic shock wave manipulation devices.

Also illustrated in Figure 12 are forward fuselage section 1, main wing section 2, tail section 3, wing attachment 4, aircraft engine 6, elevator 9, rudder 10, access door 23, connecting flange forward section & main wing section 25, connecting flange main wing section & tail section 26, and window aperture 34.

Having briefly described and illustrated various components of the MAP it will be clear to those skilled in the art of various changes and components which may be substituted yet not depart from the scope of the invention, with this understood, I will briefly describe and outline the method embodied in this invention.

In its simplest form, aircraft designers view the aircraft as a balancing act with the main wing as the center of lift and with the forward section and tail section on either side of the main wing to balance it. Flight controls and various lifting surfaces located on either the forward fuselage section or the tail section can supplement the lift of the main wing and provide aerodynamic pitch control.

The present invention embodies a method whereby the wing surface area and configuration can be changed to obtain the desired flight characteristics. In addition, this invention embodies the ability to interchange various forward fuselage and tail sections to meet specific needs and desires of the operator. Furthermore, the method of attaching and detaching the various sections and wing attachments offers numerous advantages over conventional aircraft.

Initially, the aircraft must be designed whereby the modular-sections can be connected and disconnected when desired. Corresponding flanges on each section and/or plug-in type connectors can be designed by those skilled in the art. Connections for the electrical wiring and mechanical lines that run between the sections, can be designed to quickly separate in an emergency. For emergency separation explosive bolts may be used to release the structural connections. Incendiary devices can be designed to sever the wiring and mechanical lines. The next step is to fabricate the sections independently of each other. This enables sections to be fabricated in smaller facilities and/or off site. This method also facilitates easier handling and transporting of the various sections.

Once the individual sections are fabricated, they are brought together for the final assembly. This involves mating the sections together and connecting all wiring and mechanical lines. Fairings can be applied to the exterior to smooth the airflow. Gaskets and interior trim can be applied to the inside where the sections are joined. Exterior painting can be applied prior to final assembly or after. The attachment process is simply reversed to disconnect the sections. A means for supporting and handling the individual sections is incorporated into the design.

Furthermore, this invention embodies a new method for major repairs, maintenance and refurbishing. Replacement sections, which are complete, tested and ready for service, can be alternated for sections in need of repair. Aircraft down time is reduced to the time required to switch the sections. The section in need of repair can then be refurbished or repaired in a smaller facility with optimal production schedules to achieve the highest standards. Various sections can be available with different equipment, systems and configuration to satisfy Specific missions. All systems and components can be plugged into test equipment to assure proper operation prior to being placed into service.

Wing attachments can be handled in a similar fashion. Wing attachments of various sizes and configurations can be interchanged to provide different aircraft performance for specific missions. Wing attachments may be easily removed to reduce the wingspan and improve ground handling.

From the foregoing, it will be appreciated that, although specific embodiments of the invention have been described herein for purposes of illustration, various modifications may be made without deviating from the spirit and scope of the invention. For example, many of the features and components described above in the context of a particular aircraft configuration can be incorporated into other aircraft configurations in accordance with other embodiments of the invention. Accordingly, the invention is not limited except by the appended claims.

Claims

CLAIMSWhat is claimed is:

1. An aircraft, comprising: a modular main wing section; a modular forward fuselage section having an interior and attached to the modular main wing section; a modular tail section attached to the modular main wing section; and a plurality of modular wing attachments attached to the modular main wing section.

2. The aircraft of claim 1 wherein the modular main wing section is releasably connected to the modular forward fuselage section and the modular tail section.

3. The aircraft of claim 2 wherein the modular forward fuselage section has at least one outside door access and at least one main wing section door access, and wherein the modular tail section has at least one outside door access and at least one main wing section door access.

4. The aircraft of claim 3 wherein a plurality of wiring connectors and a plurality of mechanical line connectors are disposed in close proximity to a plurality of connecting flanges between the modular forward fuselage section, the modular main wing section, the modular tail section and the modular wing attachments, wherein a plurality of wiring and a plurality of mechanical lines run through the connecting flanges.

5. The aircraft of claim 4 wherein a variable flight characteristic is formed by attaching various lengths and configurations of the modular wing attachments.

6. The aircraft of claim 5 wherein a plurality of incendiary devices are disposed in close proximity to the connecting flanges and are operable to burn through the wiring and the mechanical lines which run through the connecting flanges.

7. The aircraft of claim 6 wherein a plurality of explosive bolts are disposed in the connecting flanges to provide rapid separation of one or more of the modular main wing section, the modular tail section, the modular forward fuselage section or the modular wing attachments.

8. The aircraft of claim 7 wherein a plurality of parachute devices and a plurality of deceleration devices are disposed therein and are operable to safely lower the modular forward fuselage section and the modular tail section safely to the ground.

9. The aircraft of claim 1 wherein the modular tail section contains a tail section fuel and at least one aircraft engine.

10. The aircraft of claim 1 wherein the modular main wing section is a conventional fixed wing.

11. The aircraft of claim 1 wherein the aircraft is unmanned and operable by remote control.

12. The aircraft of claim 1 wherein said modular forward fuselage section is operable to seat passengers and has a plurality of parachute devices and a plurality of deceleration devices, and wherein the modular main wing section and the modular tail section are operable to carry baggage therein.

13. The aircraft of claim 1 wherein a plurality of bolts are used to connect and disconnect the sections.

14. The aircraft of claim 1 wherein the modular main wing section and the modular tail section are permanently attached and are not operable to separate.

15. The aircraft of claim 1 wherein a plurality of magnetohydrodynamic devices are disposed to reduce supersonic drag, aerodynamic heating and minimize sonic boom.

16. The aircraft of claim 1 wherein a Superconducting magnetic energy storage system is disposed within and is operable to fire electronic weapons, power electronic landing gear, charge a plurality of magnetohydrodynamic devices and power electrical systems.

17. The aircraft of claim 1 wherein the aerodynamic centerline of the modular main wing and the modular wing attachments are perpendicular to the fuselage.

18. The aircraft of claim 1 wherein at least one of the modular wing attachments is disposed with a hinge operable to pivot upward the modular wing attachment "such that the modular wing attachment folds over the modular main wing.

19. A method of fabricating a modular aerospace plane having a plurality of individual sections and wing attachments, wherein the individual sections are comprised of a forward fuselage section, a main wing section, and a tail section, wherein the individual sections and wing attachments are operable to be joined together to form an aircraft, the method comprising the steps of :

(a) Designing an aircraft to have a means to connect the forward fuselage section, the tail section and the wing attachments to the main wing section;

(b) Designing an aircraft with a plurality of structural connectors and a plurality of aircraft systems connectors disposed at each union of the individual sections to connect a plurality of aircraft systems between the individual sections, wherein the aircraft systems are from the group comprised of electrical wiring, hydraulic lines, pneumatic lines, fuel lines, heating lines and cooling lines;

(c) Fabricating each individual section individually to have at least one of an aircraft system and to have at least one interior finish installed therein;

(d) Bringing the individual sections together;

(e) Positioning individual sections for connecting;

(f) Mating corresponding individual sections; and

(g) Fastening the corresponding connectors.

20. The method of claim 19, wherein the structural connectors are explosive bolts operable to permit rapid separation in the event of an in-flight emergency.

21. The method of claim 19, wherein a plurality of incendiary devices are located in close proximity to the connectors and wherein the incendiary devices are operable to burn through the aircraft systems.

22. The method of claim 19, further comprising

(a) Disconnecting an individual section;

(b) Removing the individual section for repair; (c) Replacing the individual section; and

(d) Optionally refurbishing the individual section.

23. The method of claim 19, further comprising

(a) Disconnecting the wing attachment; and (b) Reducing wingspan by removing the wing attachment.

24. The method of claim 19, further comprising changing flight characteristics by changing the wing attachments.

25. A modular aerospace plane comprising:

(a) A forward fuselage section containing a cockpit, a plurality of aircraft systems, an avionics suite, a nose landing gear, at least one first exterior door and at least one first exterior aperture;

(b) A main wing section containing a main landing gear, a plurality of aircraft engines, a fuel, a plurality of aircraft systems and an aerodynamic wing blended into a center fuselage; (c) A tail section containing a vertical stabilizer, a horizontal stabilizer, a rudder, an elevator, a rear fuselage section, a plurality of aircraft engines, a plurality of aircraft systems, at least one second exterior door and at least one second exterior window aperture;

(d) A plurality of wing attachments containing aerodynamic lifting surfaces and ailerons;

(e) The forward fuselage section mating with and attaching to the forward portion of the main wing section;

(f) The tail section mating with and attaching to the rearward portion of the main wing section; (g) The wing attachments mating with and attaching to each end of the main wing section; and

(h) Wiring and mechanical lines for the aircraft systems passing between the various sections having connectors located in close proximity to the union to facilitate attachment and detachment of each section.