US008292220B1

(12) United States Patent (10) Patent N0.: US 8,292,220 B1

Westra et a]. (45) Date of Patent: Oct. 23, 2012

(54) FLYING WING AIRCRAFT WITH MODULAR 3,471,107 A * 10/1969 Ornberg ................... .. 244/199.1
MISSIONIZED ELEMENTS 3,774,864 A * 11/1973 Hurkamp ....... .. 244/13
4,426,050 A * 1/1984 Long ..... .. 244/135R
4,641,800 A * 2/1987 Rutan .......... .. 244/218
(75) Inventors: Bryan Wayne Westra, LaPalma, CA 4,736,910 A * 4/l988 ()Quinn et a1‘ 244/120
(U$);R0X?1I1I1e Mane Sam, RanChO 4,767,083 A * 8/1988 Koenig et a1. .... .. .. 244/123
Palos Verdes, CA (US); Douglas 5,082,204 A * 1/1992 Croston .. 244/126
Ellwood shultz La Habra CA (US)' 5,255,881 A * 10/1993 Rao ....... .. 244/199.1
- ’ ’ ’ 5,398,888 A * 3/1995 Gerhardt . 244/45A
James Franklin KersWell, Los Angeles, 5,495,999 A * 3/l996 Cymara “ ' 244/45A
C_A (Us), Perry Bruce Petersen, 5,975,464 A 11/1999 Rutan 244/120
Plnehurst, NC (Us); Scott Walter 5,992,792 A * 11/1999 Arnason . 244/13
Collins, Upland, CA (Us) 6,554,227 B2* 4/2003 Wolter ...... .. 244/140
6,568,632 B2 * 5/2003 Page et al. .......... . . . .. 244/36

' . - 6,578,798 B1 * 6/2003 DiZdarevic et a1. 244/199.1

(73) Asslgnee' g‘??lcr?p (tins/12mg: Corporatlon’ 6,708,924 B2* 3/2004 Page et a1. ............. .. 244/36
a 5 ure 5 ( ) 6,926,235 B2* 8/2005 Ouellette et a1. 244/120
_ _ _ _ _ 6,929,216 B2* 8/2005 Bath et a1. ........ .. . 244/45A
(*) Not1ce: Subject to any disclaimer, the term ofth1s 7,093,798 B2 * 8/2006 whelan et a1, , 244/120
patent is extended or adjusted under 35 7,308,762 B2 * 12/2007 Bath et a1. .... .. 29/89801
IJ'S'C~ 154(1)) by 537 days' D588,5l9 S * 3/2009 Westra et al. .. .. Dl2/3l9
D588,976 S * 3/2009 Westra et al. .. .. D12/319
2002/0043587 A1* 4/2002 Wolter ......... .. 244/4R
(21) APPLNOJ 12/3831193 2003/0192986 A1* 10/2003 Page et a1. ..................... .. 244/36
(22) Filed: Mar. 19, 2009 * Cited by examiner
(51) Int Cl Primary Examiner * Benjamin P Lee
B64C1/22 (200601) (74) AZZOI’I’IEy, Agent, 01’ Firm i 816111121 Brunda Garred &
(52) us. Cl. ................................ .. 244/118.1; 244/137.1 Brucker
(58) Field of Classi?cation Search .............. .. 244/2, 36, 57 ABSTRACT
244/118.1, 118.2, 120, 129.1, 137.1, 45 A, ( )
244/207 The invention is a ?ying Wing aircraft having a forward fuse
See application ?le for complete search history. lage; an aft fuselage Segment; a Propulsion Segments adapted
to mate to the fuselage segments; a pair of Wing segments
(56) References Cited adapted to mate With the propulsion segments. The invention
further includes a center section adapted to ?t betWeen the
U.S. PATENT DOCUMENTS forWard and aft fuselage sections; the center section adapted
3,062,483 A * 11/1962 Davidson .................... .. 244/207 to receive multiple compartment systems.
3,066,894 A * 12/1962 Davidson.
3,188,022 A * 6/1965 Ornberg ................. .1... 244/45 A 11 Claims, 7 Drawing Sheets

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 US 8,292,220 B1
1 2
FLYING WING AIRCRAFT WITH MODULAR adapted to mate to the fuselage segments; a pair of Wing
MISSIONIZED ELEMENTS segments adapted to mate With the propulsion segments. The
invention further includes a center section adapted to ?t in the
BACKGROUND OF THE INVENTION aft fuselage section; the center section adapted to receive
multiple compartment systems. Typically, the aircraft’s mul
1. Field of the Invention tiple cargo compartment systems include a bomb bay and
The invention relates to the ?eld of aircraft manufacturing cargo carrying compartment systems.
and, in particular, to a modular design for an aircraft provid When the ?ying Wing receives the cargo compartment
ing an increase in structural commonality While retaining system, left and right retractable canards are mounted to the
high performance in a single aircraft to architecture designed forWard fuselage section and an air supply system to provide
for multiple missions. pressurized air from the propulsion system for bloWing pres
2. Description of Related Art surized air over the canards as Well as ?aps on the trailing
The typical aircraft is designed for a feW, relatively com edge of the Wing is installed.
mon mission, for example, a passenger airliner can be con The novel features Which are believed to be characteristic
verted into a cargo aircraft by removing the passenger seats of the invention, both as to its organization and method of
and increasing the size of the doors. In fact, they can be operation, together With further objects and advantages
converted into military refueling aircraft, but With notable thereof, Will be better understood from the folloWing descrip
structural changes. Of course different Weapons systems can tion in connection With the accompanying draWings in Which
be loaded on the Wings of military aircraft. Military bombers the presently preferred embodiment of the invention is illus
can have their bomb bays constructed to convert to multiple 20 trated by Way of example. It is to be expressly understood,
different Weapons carriage systems (e. g. rotary launcher hoWever, that the draWings are for purposes of illustration and
assemblies orbomb rack assemblies). HoWever, none of these description only and are not intended as a de?nition of the
aircraft are designed to accomplish multiple missions through limits of the invention.
being con?gured in the production line for traditionally dif
ferent missions. Flying Wing type aircraft are generally char 25 BRIEF DESCRIPTION OF THE DRAWINGS
acterized as having an integrated central portion (fuselage in
conventional aircraft) and Wings Wherein both produce lift. FIG. 1 is a planform vieW of a ?ying Wing type aircraft
The aerodynamic e?iciency of ?ying Wing aircraft is Well partially broken aWay to shoW the interior thereof.
established. FIG. 2 is a partial cross-sectional vieW of FIG. 1. illustrat
US. Pat. No. 5,975,464 Aircraft With Removable Struc 30 ing the canard actuation system.
tural Payload Module by E. Rutan discloses an aircraft design FIG. 3 is a front vieW of the aircraft shoWn in FIG. 1
Wherein a center portion of the fuselage containing the pay FIG. 4 is a vieW of the aircraft shoWn in FIG. 1 partially
load is removable and a larger section can be installed. The broken aWay to shoW the engines.
aircraft also has provisions for adding Wing tip extensions to FIG. 5 is a schematic vieW of the of the system for bloWing
provide additional lift. HoWever, this concept is not particu 35 air over the ?aps and canard of the aircraft shoWn in FIG. 1
larly neW. Commercial airliners are manufactured such that FIG. 6 is a cross-sectional vieW the canard taken along the
fuselage sections can be added to increase the number of line 5-5 in FIG. 1 illustrating the air?oW about the canard
passengers that can be carried. Typically, this requires larger When the canard is bloWn.
engines and or an increase in Wing length. FIG. 7 is a cross-sectional vieW of one of the ?aps at the
Furthermore, none of these concepts disclose an aircraft 40 trailing edge of the Wing.
design that is modular and primarily only modi?es a portion FIG. 8 is an exploded vieW of the aircraft illustrating the
of the fuselage Which carries the payload. In particular, an major subassemblies of the aircraft.
aircraft design that alloWs an aircraft to be made into a trans FIG. 9 is a partial side cross-sectional vieW of the aircraft
port, bomber, or refueling aircraft While maintaining the same con?gured as a cargo aircraft/
external dimensions of the aircraft, and With little effect on 45 FIG. 10 is a partial side cross-sectional vieW the aircraft
overall performance thereof. con?gured as a refueling aircraft.
Thus, it is a primary object of the invention to provide a FIG. 11 is a cross-sectional vieW along the line 11-11
highly common airframe With modular elements for mobility shoWn in FIG. 10.
(including short take-off and landing airlift or in-?ight refu FIG. 12 is a cross sectional vieW of the aircraft con?gured
eling) and attack missions that minimize construction 50 as a Weapons delivery aircraft.
changes Within the major structural components
It is a further object of the invention to provide a modular DESCRIPTION OF THE PREFERRED
designed ?ying Wing type aircraft. EMBODIMENT

SUMMARY OF THE INVENTION 55 Referring to FIGS. 1-5, the ?ying Wing aircraft, is gener
ally designated by numeral 10 and has longitudinal axis 11A,
The invention is an aircraft that includes a ?ying Wing vertical axis 11B and a horizontal axis 11C. The aircraft 10
having a longitudinal axis, vertical axis, and a horizontal axis. includes a nose end 12, tail end 13 With an overall length 15.
The aircraft, as part of the ?ying Wing includes a protruding The right and left inner leading edges 16A and 16B extend
nose section. A canard is mounted on the nose section. The 60 back from the nose end 12 over a distance 17 at a sWeep angle
aircraft’s canard, being generally only needed When taking 18, of betWeen 30 and 80 degrees. The distance 17 is about 40
off and landing, is retractable. The aircraft also includes a to 60 percent of the total length 15 of the aircraft. The left and
plurality of extendable ?aps mounted on the trailing edge of right outer leading edges 16C and 16D A have a sWeep angle
the ?ying Wing. 22, of betWeen 0 and 80 degrees as measured from a local
The overall design of the ?ying Wing aircraft alloWs for 65 horizontal.
modular construction. Thus the aircraft includes a forWard Mounted in proximity to the left and right inner leading
fuselage; an aft fuselage segment; propulsion segments edges 16A and 16B are right and left canards 24A and 24B
 US 8,292,220 B1
3 4
having Coanda effect airfoil cross-sections (see FIG. 5). The that only fan air is necessary. HoWever, upon landing, Where
canards 24A and 24B have an axis of rotation 25A and 25B, the engines are at a much reduced poWer setting, it is neces
respectively and an actuation system 26 that retract the sary to provide additional air from the compressor sections of
canards to form part of the leading edge 16A and 16B or the the engine to maintain pressure levels. Thus coupled to the
canards may be retracted onto the Wing surface. The actuation distribution duct 74 are lines 79A and 79B, having control
system 26 Will be subsequently discussed. The canards 24A pressure regulator valves 80A and 80B mounted therein,
and 24B have a doWnWard angle 28A or upWard angle 28B of Which are connected to the compressor section 50C and 50D
betWeen 0 and 20 degrees (see FIG. 3). of the engines 46C and 46D. Therefore, upon landing, the
The left and right inner trailing edges 30A and 30B include valves 80A and 80B are opened.
inboard trailing edge ?aps 32A and 32B, While the outer left Duct 76A connects to distribution channel 81A, Which
and right outer trailing edges 34A and 34B include outboard distributes air over the trailing edge outboard ?ap 36B and
trailing edge ?aps 36A and 36B. External of the outboard part of ?ap 32B. Duct 76B connects to distribution channel
?aps 36A and 36B are split rudders 38A and 38B. Referring 81B, Which distributes air over the left inboard ?ap 32B. Duct
particularly to FIG. 5, the outer left ?ap 36A has a pivot axis 76C distributes air to distribution channel 81C via a How
39 and actuator(s) 40. All the ?aps are similar. control valve 82 and pivoting connection 84 to right canard
Again referring to FIGS. 1-7, the left and right inner trail 24B. The valve 82 is used to control the air?oW over right
ing edges 30A and 30B extends forWard from the tail end 13 canard 24B to very the lift produced thereby.
over a distance 42, Which is between 15 and 40 percent of the Thus at takeoff, the right and left canards 24A and 24B are
length 15, at a forWard sWeep angle 44 of betWeen 0 and 45. extended. With all engines 46A-46D at full poWer, compres
The left and right outer trailing edge portions 34A and 34B 20 sor bleed air is not required and valves 60A, 60B and 80A,
are generally parallel to the left and right outer leading edges 80B are closed since the engines are at full poWer. Valves 54A,
30A and 30B, respectively. 54B and 73A and 73B are open. Valves 62 and 82 are open and
Mounted Within the ?ying Wing are four turbofan engines modulating air?oW to the canards 24A and 24B . After takeoff,
46A, 46B 46C and 46D. HoWever, While four engines are the left and right canards 24A and 24B are no longer required
shoWn, the aircraft could only have other propulsion systems 25 and are retracted and valves 54A, 54B and 73A, 73B are
and corresponding quantities. The four engines 46A-46D closed. Upon approach to and landing, the left and right
have inlet ducts 48 and exhaust ducts 49 all on the top surface canards 24A and 24B are again extended. Because the poWer
of the aircraft. The engines 46A-46B have compressor sec produced by the engines 46A-46D is greatly reduced, the
tions 50A, 50B, 50C and 50D and fan sections 51A, 51B, 51C valves, 53A, 53B and 73A and 73B are again opened as Well
and 51D. 30 as valves 60A, 60B and 80A, 80B, because both fan and
A pres suriZed air distribution system, indicated by numeral compressor air How is needed. A crossover duct 86 having
52, is installed in the aircraft 10. The distribution system 52 is flow control valve 87 therein connects duct 56C to duct 76C
divided into tWo halves 52A and 52B. Distribution system and is opened should an engine failure occur.
52A includes lines 53A and 53B coupled to the fan sections It should be noted that air?oW for the ?aps and canard can
50A and 50B of the engines 46A and 46B Which included 35 be provided by an auxiliary poWer unit coupled to an air pump
pressure regulator shut off valves 54A and 54B mounted or an electric motor driving an air pump could also be used.
therein. The lines 53A and 53B connect to a distribution duct HoWever, air extracted from the propulsion system is pres
55, Which provides high pressure air to ducts 56A and 56B ently preferred.
and 56C. Referring back to FIG. 2, the canard actuation system 26
At takeoff, the engines are at full poWer and there is su?i 40 includes tWo ball screW actuators 90 and 92 each having
cient air at high enough pressure level that only fan air is motors 94 and 96 pivotally attached to aircraft structure 98.
necessary. HoWever, upon landing, Where the engines are at a Each actuator 90 and 92 have screW shafts 100 and 102, Which
reduced poWer setting, additional air from the compressor engage nut members 106 and 108 rotatably mounted on the
sections of the engine is provided to maintain pressure levels. canards 24A and 24B. Thus rotation of the screW shafts 100
Thus coupled to the distribution duct 55 are lines 59A and 45 and 102 Will cause the canards to extend or retract. For pur
59B, having control pressure regulator valves 60A and 60B poses of illustration the canard 24A is shoWn extended and
mounted therein, Which are connected to the compressor sec the canard 24B are alWays extended and retracted in unison.
tion 51A and 51A of the engines 46A and 46B. Therefore, It should also be noted that other actuation systems may be
upon landing, the valves 60A and 60B are opened. used.
Duct 56A connects to the distribution channel 61A, Which 50 FIG. 8 discloses a pictorial representation of the major
distributes air over the left outboard ?ap 36A and part of structural components of the above described cargo version
inboard ?ap 32A via slot 57 (see FIG. 6). Duct 56B connects of the aircraft, designated by numeral 10, a tanker version
to distribution channel 61B, Which distributes air over the left 10A and a Weapons carrier (bomber) version 10B. Aircraft
inboard ?ap 32A. Duct 56C distributes air to distribution 10A and 10B are generally similar to the aircraft 10, except
channel 61C via a How control valve 62 and pivoting connec 55 they have no retractable canards 24A and 24B, and the air
tion 64 to left canard 24A (see FIG. 5) The valve 62 is used to pressurization system 52 is removed. They are not required
control the air?oW over left canard 24A, Which exits slot 63 in for these con?gurations. HoWever, the external contours of
the distribution channel 61C to very the lift produced thereby the aircraft 10A and 10B remain otherWise similar to the
(see FIG. 6). aircraft 10.All three versions of the aircraft include a common
The distribution system 50B includes lines 72A and 72B 60 center fuselage section 110, having a recess 111, a nose
coupled to the fan sections 51C and 51D of the engines 46C section 112, propulsion sections 114A and 114B and Wing
and 46D Which include pressure regulator shut off valves 73A sections 116A and 116B and aft section 118. The recess 111
and 73B mounted therein. The lines 72A and 72B connect to de?nes recess top surface 124 and side surfaces 126 and 128.
a distribution duct 74, Which provides high pressure air to The recess is siZed for receiving any one of the plurality of
ducts 76A and 76B and 76C. 65 mission speci?c compartments systems, as described beloW.
As previously stated, at takeoff, the engines are at full In the aircraft 10B (bomber version), a Weapons hay 120 in
poWer and there is su?icient air at high enough pressure level the center fuselage section 110 forming an assembly 110A. In
 US 8,292,220 B1
5 6
the aircraft 10 (cargo version) and aircraft 10A (fuel tanker) a a center section formed to de?ne a recess for receiving one
cargo container section 122 is installed in common fuselage of a plurality of compartment systems, each compart
section forming assembly 110B. ment system being insertable Within the recess, the cen
Each version of the compartment systems 122 includes a ter section further being engagable to the forWard fuse
loWer surface 144 Which, When the compartment system is lage segment and to the aft fuselage segment;
inserted Within the recess 111, of center section 110, de?nes each compartment system de?ning a loWer surface, side
a portion of the aircraft exterior surface. Each version of the surfaces, a front surface, a rear surface, and a top surface
compartment system also de?nes a top surface 134, side such that, upon insertion Within the center section
surfaces 136 and 138, front surface 135 and rear surface 137. recess, the loWer surface de?nes a portion of the aircraft
Upon installation of the compartment system into the recess exterior surface, and the side surfaces and top surface are
111, all surfaces of the compartment system, other than loWer disposed Within the recess.
surface 144, are disposed Within aircraft exterior surface. Top 2. The aircraft as set forth in claim 1 further comprising a
surface 134 and side surfaces 136, 138 are disposed proxi compartment system connected to the center section, the
mate the adjacent surfaces 124, 126, and 128 of recess 111, compartment system being formed as one of the group con
Within the aircraft exterior surface. sisting of a bomb bay, a cargo compartment system and a
Referring to FIG. 9, the aircraft 10, cargo container section tanker compartment system.
122 includes a ?oor section 124, and the aft section 118 is 3. The ?ying Wing aircraft as set forth in claim 2 Wherein
open and includes a door 125. Referring to FIGS. 10 and 11, When said compartment system is said cargo bay, said aircraft
in the aircraft 10A, there is no aft door and fuel tanks 126A further comprises:
and 126B are installed. An aft section 118 bulkhead 107 is 20 right and left retractable canards mounted to said forWard
installed. Referring to FIG. 12 in the aircraft 10B, the Weap fuselage section; and
ons bay 120 includes auxiliary fuel tank 130, a main Weapons an air system supply to provide pressurized air from said
bay 120A having bomb hay doors 124A and 124B and side propulsion system for bloWing pressuriZed air over said
missile compartments 126A and 126B With doors 128A and canards.
128B. The Weapons hay 120, includes bulkheads 140 that 25 4. The ?ying Wing aircraft as set forth in claim 3 Wherein
partition off the main Weapons bay 120A and missile com the aircraft includes trailing edge ?aps and said air supply
partments 126A and 126B. system provides air over the ?aps.
Thus it can be seen that the ?ying Wing aircraft design can 5. The ?ying Wing aircraft as set forth in claim 2 Wherein
accommodate three separate missions Within a common each oldie compartment systems are interchangeable, While
external con?guration of the aircraft. BetWeen the Weapons 30 maintaining substantially the same external dimensions of the
carrier and fuel system and cargo system aircraft a common ?ying Wing aircraft.
ality is projected at 90 percent commonality for the Wing 6. The ?ying Wing aircraft as set forth at claim 2 Wherein
sections 116A and 116B. 80 percent commonality betWeen When the ?ying Wing aircraft receives the bomb bay or the
the propulsion system sections 114A and 114B and a 60 tanker compartment system, the external con?guration of the
percent commonality betWeen center section 110. 35 aircraft remains substantially the same.
While the invention has been described With reference to a 7. The ?ying Wing aircraft as set forth in claim 2 Wherein
particular embodiment, it should be understood that the each of the compartment systems de?nes an exterior surface
embodiment is merely illustrative as there are numerous portion formed to substantially conform to the adjacent exte
variations and modi?cations Which may be made by those rior surface of the aircraft.
skilled in the art. Thus, the invention is to be construed as 40 8. The ?ying Wing aircraft as set forth in claim 7 Wherein
being limited only by the spirit and scope of the appended said cargo compartment system de?nes cargo bay doors
claims. formed in the aircraft exterior surface portion.
9. The ?ying Wing aircraft as set forth in claim 7 Wherein
INDUSTRIAL APPLICABILITY the tanker compartment system includes a plurality of fuel
45 tanks.
The invention has applicability to the aircraft manufactur 10. The ?ying Wing aircraft as set forth in claim 1 Wherein
ing industries. the center section recess de?nes a recess top surface and
recess side surfaces, and Wherein, upon insertion Within the
The invention claimed is:
center section recess, the compartment system top surface
1. A ?ying Wing aircraft having an exterior surface, the
50 and side surfaces are disposed adjacent the recess top surface
aircraft comprising:
an airframe including a forWard fuselage segment and an
and side surfaces, respectively.
11. The ?ying Wing aircraft as set forth in claim 1 Wherein
aft fuselage segment; upon insertion Within the center section recess, the compart
left and right propulsion segments adapted to mate to said
ment system top surface, side surfaces, front surface and rear
fuselage segments; 55 surface are each disposed With the aircraft exterior surface.
left and right Wing segments adapted to mate With said left
and right propulsion segments respectively; and * * * * *
 UNITED STATES PATENT AND TRADEMARK OFFICE
CERTIFICATE OF CORRECTION
PATENT NO. : 8,292,220 B1 Page 1 Of 1
APPLICATION NO. : 12/383193
DATED : October 23, 2012
INVENTOR(S) : Bryan Wayne Westra et al.

It is certified that error appears in the above-identi?ed patent and that said Letters Patent is hereby corrected as shown below:

column 1, line 14, “mission” should be -- missions -

column 1, line 42, “payload. In.” should be -- payload, in -
column 2, line 4, “section adapted” should be -- section is adapted -
column 3, line 25, “could only have” should be -- could have -

column 6, claim 5, line 29, “oldie” should be -- of the -

column 6, claim 11, line 55, “Wit ” should be -- Within -

Signed and Sealed this

Twenty-second Day of January, 2013

David J. Kappos
Director afthe United States Patent and Trademark O?ice