초록 ▼

The invention relates a method and apparatus for reducing the drag on aircraft, particularly aircraft with an upswept afterbody. The method includes the steps of positioning a plurality of drag reducing elements on the fuselage of the aircraft, wherein the drag reducing elements are positioned on th

The invention relates a method and apparatus for reducing the drag on aircraft, particularly aircraft with an upswept afterbody. The method includes the steps of positioning a plurality of drag reducing elements on the fuselage of the aircraft, wherein the drag reducing elements are positioned on the fuselage from a position at the breakline of the fuselage and extending toward the tail of the aircraft. In preferred embodiments, each of the plurality of drag reducing elements is positioned such that a first end of the drag reducing element is at an angle of between approximately 15 and 35° nose up relative to the flow of air about the fuselage at the location where the drag reducing element is positioned.

대표청구항 ▼

1. An aircraft having a fuselage, an upswept after body beginning at the breakline, the improvement comprising: a plurality of drag reducing elements, each of said drag reducing elements having a first end and a second end;wherein said drag reducing elements are positioned on each side of the aircra

1. An aircraft having a fuselage, an upswept after body beginning at the breakline, the improvement comprising: a plurality of drag reducing elements, each of said drag reducing elements having a first end and a second end;wherein said drag reducing elements are positioned on each side of the aircraft fuselage beginning at the breakline and extending rearward toward the tail of the aircraft, andwherein each drag reducing element is positioned nose-up at an angle relative to the direction of the airflow about the fuselage at the location of the drag reducing element in the range of between approximately 15 and 35°. 2. The apparatus of claim 1 wherein at least one drag reducing element is at an angle relative to the longitudinal axis of the fuselage that is different than other drag reducing elements. 3. The apparatus of claim 1 wherein the first end of each drag reducing elements is positioned nose-up at an angle of between approximately 20 and 30° relative to the airflow about the fuselage of the aircraft. 4. The apparatus of claim 1 wherein the first end of each drag reducing elements is positioned nose-up at an angle of between approximately 22 and 28° relative to the airflow about the fuselage of the aircraft. 5. The apparatus of claim 1 wherein each drag reducing element comprises a flat, thin microvane. 6. The apparatus of claim 1 wherein the drag reducing elements are uniformly spaced apart from each other. 7. The apparatus of claim 1 wherein each drag reducing elements is positioned such that relative to the longitudinal axis of the fuselage, the forward end of each drag reducing element is elevated relative to the rearward end of the drag reducing element. 8. A method for reducing drag on an aircraft having an upswept afterbody, said upswept afterbody beginning at a breakline of the fuselage, comprising: positioning a plurality of drag reducing elements linearly on each side of the afterbody fuselage from a point near the bottom of the fuselage extending upward toward an empennage; andflying the aircraft and causing an airflow about the fuselage of the aircraft, wherein the drag reducing elements are operable to reduce production of vortices at the upswept afterbody produced by the airflow about the fuselage. 9. The method of claim 8 wherein each drag reducing element is positioned such that the forward end of the drag reducing element is positioned nose-up at an angle relative to the airflow about the fuselage of between about 15 and 35°. 10. The method of claim 8 wherein each drag reducing element is positioned such that the forward end of the drag reducing element is positioned nose-up at an angle relative to a longitudinal axis of the aircraft of between about 15 and 35°. 11. The method of claim 8 wherein each drag reducing elements is inclined relative to a longitudinal axis of the aircraft such that the forward end is elevated relative the rearward end. 12. An array of microvanes along a line following an aft contour of an upswept afterbody of the aircraft beginning at a breakline, comprising: a plurality of microvanes positioned on each side of the aircraft fuselage beginning at the breakline and extending rearward toward a vertical stabilizer such that relative to a longitudinal axis of the aircraft, the forward end of each microvane is raised relative to the rearward end;said plurality of microvanes spaced apart from each other, each microvane having a flat top surface, a height of less than about 2 inches, a forward end and a rearward end. 13. The array of claim 12 wherein each microvane is positioned such that relative to the longitudinal axis, the forward end of the microvane is positioned nose up at an angle of between 15 and 35°. 14. The array of claim 12 wherein each microvane is positioned such that relative to the longitudinal axis, the forward end of the microvane is positioned nose up at an angle of between 20 and 30°. 15. The array of claim 12 wherein each microvane is positioned such that relative to the airflow at the position of the microvane, the forward end of the microvane is positioned nose up at an angle of between 15 and 35°. 16. The array of claim 12 wherein each microvane is positioned such that relative to the airflow at the position of the microvane, the forward end of the microvane is positioned nose up at an angle of between 20 and 30°. 17. The array of claim 12 wherein at least one microvane is positioned such that relative to the longitudinal axis of the aircraft, the microvane is positioned at an angle different than the other microvanes. 18. An aircraft having a fuselage, an upswept after body beginning at the breakline, the improvement comprising: a plurality of drag reducing elements, each of said drag reducing elements having a first end and a second end;wherein said drag reducing elements are positioned on each side of the aircraft fuselage beginning at the breakline and extending rearward toward the tail of the aircraft, andwherein each drag reducing element is positioned nose-up at an angle relative to the longitudinal axis of the aircraft fuselage in the range of between approximately 15 and 35°. 19. The aircraft of claim 18 wherein at least one drag reducing element is at an angle relative to the longitudinal axis of the fuselage that is different than other drag reducing elements. 20. The aircraft of claim 18 wherein the first end of each drag reducing elements is positioned nose-up at an angle of between approximately 20 and 30° relative to the airflow about the fuselage of the aircraft. 21. The aircraft of claim 18 wherein the first end of each drag reducing elements is positioned nose-up at an angle of between approximately 22 and 28° relative to the airflow about the fuselage of the aircraft. 22. The aircraft of claim 18 wherein each drag reducing element comprises a flat, thin microvane. 23. The aircraft of claim 18 wherein the drag reducing elements are uniformly spaced apart from each other. 24. The aircraft of claim 18 wherein each drag reducing elements is positioned such that relative to the longitudinal axis of the fuselage, the forward end of each drag reducing element is elevated relative to the rearward end of the drag reducing element.