A Novel Integrated Proposal for Next Generation Air Vehicles Design

MANOUSOS CHAIRETIS
HND (Aero), MEng Bus (Honours)
ARAeS, AMIMechE
Nikou Xilouri 54, Heraklion Crete, 71307, Greece
email: chairetis@chairetis.com
ABSTRACT
In the present paper a proposal for next generation aircraft design is presented. The
novel design proposal is based on the TurnJet and Blow wing/propeller/rotor/fan
blade systems.
TurnJet is an air flow vectoring system that provides capability to vector to all
directions, the exhaust airflow of jet engines. The vectoring angles that TurnJet can
achieve exceed 45o to the longitudinal aircraft axis. The vectoring capability leads to
the creation of civil or military air vehicles, which do not use any control surfaces for
full flight control in all axis of motion.
Blow wing/propeller/rotor/fan is a proposed system that is able to alter the airfoil
profile of any wing/propeller/rotor/fan blade. Although the principle of operation and
mechanism of all variations of the Blow Wing/ Blow Propeller/ Blow Rotor/ Blow
Fan Blade is the same, only the BloWing system will be presented and discussed
as it is contributing significantly to the new general aircraft design proposal of this
presentation.
INTRODUCTION
The problem of control of aircraft flight has started from the first flight of Wright
brothers more than a century ago. This problem is solved with the use of control
surfaces like elevators/ailerons/rudders/flaps/canards/elevons/flaperons, that provide
the necessary control for flight.
There is work done in the field of vectored thrust over the past 60 years with tangible
results which led to the generation of many aircraft, like: Harrier [1], [2], Yakovlev 38
[3], Yakovlev 141 [4], X 31 [5], [6], [7], Mig 29 [8], Sukhoi 30 [9], Sukhoi 33 [10],
Sukhoi 35 [11], F 35 [12], F 22 [13]. All of the mentioned aircrafts are using
vectoring thrust systems together with flight control surfaces.
The TurnJet system eliminates the use of any moving surfaces and mechanisms for
full flight control of the aircraft on all horizontal/vertical/longitudinal axis providing
pitch/yaw/roll.
Another major problem that troubled aircraft designers has been the alteration of the
wing airfoil profile. During takeoff and landing or during heavy lift demanding flight
the lift has to be maximum at lowest possible speed. This problem was solved with
the use of moving slats/flaps [14], [15] that could alter the wing profile.
The BloWing system presented in the paper provides change of airfoil profile hence
lift and drag produced without the use of moving surfaces e.g. slats, flaps.

EXPERIMENTAL DISCRIPTION AND PROCEDURE

During my third year MEng Bus project [16] at The University of Manchester, 2001, I
was experimenting on jet flows and flow vectoring. I devised the arrangement shown
in Fig [1], and schematically in Fig [2]. The arrangement comprises an elliptical cross
section nozzle. At the top and bottom edge of the nozzle there are two vertical ducts

mounted in such a way as to provide suction from bottom and pressure from top.
White colored smoke was introduced in the flow, as to give in contrast with the black
board behind it, visual clarity for all possible air flow deflections relative to the red
and yellow assisting lines.
The suction from bottom and pressure from top could be applied simultaneously or
independently from one another. The speed of the airflow was measured around
30m/s (low subsonic).
The arrangement was vectoring the flow, once suction was applied from the bottom
and pressure was applied from the top. In Figs [3], [4] the introduction of bottom
suction showing the vectored flow in deflections of 20o and 45o correspondingly. The
angle of deflection of the flow observed during the experiment could reach angles
higher that 60o, once full bottom suction and full top pressure was applied. The results
were very encouraging as the phenomenon of the experiment could be treated
appropriately as to be used for jet engine exhaust vectoring.
Figure [1], undeflected jet flow

Figure [2], elliptical outlet nozzle

Figure [3], 20o deflected jet flow

Figure [4], 45o deflected jet flow

TURNJET SYSTEM ILLUSTRATION

The solution to the problem of creating a mechanism, TurnJet, that could provide
jet vectoring using the phenomenon presented on Figs [1], [3], [4] came in 2003 and it
is explained in Figs [5], [6], [7], were all its constructive details are shown.
As shown in Fig [5], TurnJet comprises a ducted fan powered by an electric motor
that is embodied in an outer, segmented to ducts, tube. All movements of the petals
and inner duct flaps can be coordinated and regulated using servo mechanisms used
for remote controlled aircraft.
The outer ducts allows the airflow to travel through the outlet vanes to the intake
when the inlet petals are open, hence introduce suction at the outlet airflow. The inner
duct flaps are able to direct part of the main airflow to the outlet vanes introducing
pressure to the outlet air flow, having the inlet corresponding petals in closed position.

Figure [5], cross section of electric powered Turnjet system

In Fig [6] a side view of TurnJet system presents clearly the segmentation of the outer
duct as to allow for suction and pressure at the outlet airflow according to the needs of
vectoring ie. up-down-left-right-diagonally. This is achieved by opening and closing
the corresponding inlet petals and inner duct flaps.
Figure [6], side view of electric powered Turnjet system

An example is given in Fig [7] where the TurnJet system is configured to direct the
outlet airflow Up at an angle of 450. This is done by having the green colored inlet
petals open and the red colored inner duct flaps closed at the top part of the system,
having simultaneously the red colored inlet petals closed and the green colored inner
duct flaps open at the bottom section of the system.

Figure [7], electric powered Turnjet system with up 45o of outlet flow

Fig [8] shows three typical exhaust nozzles that can be constructed according to the
aircraft design needs.
Fig [9] shows schematically two circular exhaust nozzles with airflow vectoring
arrows creating forces providing pitch/yaw/roll moments all possible maneuvers of
the aircraft.
Figure [8], typical exhaust nozzles

Fig [9], vectoring combinations double engine configuration

In Fig [10], [11] the proposed modified Turbofan and Turbojet engines with
TurnJet system are shown schematically. The principle of operation is identical to
the low subsonic speed electrically powered TurnJet system. The difference in the
high subsonic and supersonic TurnJet engines is that the temperatures of the airflow at
the exhaust could be more than 1000o Celsius requiring special heat resistant
construction of the system.
Figure [10]

Figure [11]

Fig [12], [13] illustrate a proposed Blended Wing Body and a Fighter jet layout with
TurnJet system engines. In both examples the aircraft is capable to maneuver itself
in all three axis of motion by using the vectored airflows of the engines. For pitching,
the exhaust airflows have to be vectored Up or Down. For yawing the exhaust
airflows has to be vectored Left or Right and for roll the exhaust airflows has to be
directed Up or Down on the left side of the aircraft while the right side is vectored in
the opposite direction. With this arrangement of TurnJet engines all control moving
surfaces elevators/stabilators/rudders/fins/ailerons/flaps/canards are eliminated from
the aircraft design. The number of engines can be increased on civil designs if more
safety is required in case of engine failures. In the present civil aircraft proposal the
aircraft can still fly in control after two engines fail and be partially controlled with
three engine failures.
Figure [12]

Figure [13]

BLOWING SYSTEM ILLUSTRATION

In Fig [14] the proposed variable airfoil system is drawn as to illustrate the principle
of operation of the BloWing system that can be applied to the wing. Figure [14]
shows a wing that comprises from an ellastic top outer skin that is flexible and can be
formed to a chosen airfoil section with the aid of air pressure or temperature
controlled /activated. The drawing shows pessurised and depressurised layouts.
With the imlementation of BloWing system any aircraft can decelerate to very low
fight speeds with maximum lifting capability by pressurising the outer skin to a high
lift airfoil configuration.
The aircraft can use this configuration for takeoff/landing or heavy lifting purposes,
such as fire fighting or cargo aircaft. The aircraft can change to low lift coefficient
configuration by depressurising the wings outer skin and increase its maximum speed.
This design proposal eliminates the use of all moving surfaces like slats,flaps required
to alter the airfoil profile of the wing, as no hydraulics, actuators are required resulting
to less maintenance needs.
Figure [14]

RESULTS AND DISCUSSION

Figs [1], [3], [5] demonstrate the operating principle of the propulsion system
proposed here within. The initial experiments showed extremely quick response of the
vectored jet to the inputs of suction and pressure from the top and bottom ducts. The
jet flow was fully controllable and highly responsive to the suction/pressure inputs
that could regulate fully the angle of vectoring. The vectored flow at a specific angle
was extremely stable. The time needed for the flow to reach the desired angle of
vectoring and stay there was very quick and highly responsive. Having the concept of
vectoring proved in the low subsonic region it could be assumed that the jet can be
vectored in subsonic, transonic and supersonic jet speeds. In order to verify the exact
response of the jet vectoring in all possible speeds further investigation is needed
involving construction of model TurnJet systems for subsonic (cold/uncompressed)
and supersonic (hot/compressed) jet speeds. This may involve a group of highly

skilled specialists as well as financial support from major engine and aircraft
manufacturers.
In all (Harrier, Yakovlev 38, Yakovlev 141, X 31, Mig 29, Sukhoi 30, Sukhoi 33,
Sukhoi 35, F 35, F 22), designs flight control surfaces are used leading some serious
performance penalties like:
Extra weight due to more mechanisms and control surfaces
Lower fuel capacity
Subsonic operation (Harrier)
Lower payload capacity
Increased design/manufacture/maintenance/operation costs.
Those penalties will not occur with TurnJet system as no control surfaces will be
needed to control the aircraft flight.
The Blow wing/propeller/rotor/fan blade system will need special constructive
materials depending on the application of the system. The materials have to be strong
and light enough as well as elastic, capable to withstand the number of cycles of
compression and decompression as well as the low temperature that normally occur in
high altitudes for civil flights and the higher temperatures that occur during
supersonic flights. The above is anticipated to be a major research project that will
require a group of highly skilled specialists as well as financial support from major
materials manufacturers.
CONCLUSIONS
The proposed combined Turnjet and BloWing system can change the way all air
vehicles are designed today giving a multitude of benefits to their users.
Listing some of them for different aircraft types below:
Turnjet/Blowing system benefits for civil aircrafts
Very short takeoff and landing capability (VSTOL).
Ability to rotate quickly during takeoff and achieve angle of attack at very
low speeds. Operation from shorter airstrips. Increased number of airports
could be used.
Full flight control at very low speeds.
Ability to change the lift capability configuration of the wing.
Increased payload.
Increased fuel capacity as more space will be available in the fuselage and
wings.
Increased range.
Lower design/manufacturing /maintenance/operational costs.
Reduced drag as all fins/slats/flaps/stabilators/elevators/aileron/
flaps/elevons/flaperons are eliminated and there are no moving visible
surfaces that could disturb the airflow around the aircraft.
Turnjet/Blowing system benefits for fighter Manned/UAV/UCAV aircrafts
Maximum possible stealth as there are no moving vertical or horizontal
surfaces that could reflect radar signals.
Very short takeoff and landing capability (VSTOL).
Ability to rotate quickly during takeoff and achieve angle of attack at very low
speeds. Operation from shorter airstrips. Increased number of airports that can
used. Ideal for air carrier ships.
Full flight control at very low speeds.

Ability to change the lift capability configuration of the wing

Reduced drag as all fins/slats/flaps/stabilators/elevators/aileron/
flaps/elevons/flaperons are eliminated.
Increased payload.
Increased fuel capacity as more space will be available in the fuselage and
wings.
Increased range.
Lower design/manufacturing /maintenance/operational costs.

The Blow wing/propeller/rotor/fan blade system benefits

Applicable to practically all newly manufactured aircraft wings by replacing
the slats with BloWing system, hence reducing manufacturing complexion
and overall weight.
Readily applicable to all helicopters and rotorcrafts for improving rotor
performance in all regions of flight envelope.
Applicable to all propeller aircraft for maximizing efficiency in all regions of
flight envelope.
Applicable to all types of fan blades maximizing their efficiency in all speeds
It is strongly suggested that four new designed air vehicles should be developed in
scaled prototype or prototype project/program schemes, examining with extensive
research all possible details and issues of TurnJet and Blow systems.
Listing their acronyms below:
SSARA (Super Stealth & Ability Research Aircraft)
MARA (Maximum Ability Research Aircraft)
FARA (Firefighter Ability Research Aircraft)
VARA (Vertical Ability Research Aircraft)
REFERENCES
1. www.boeing.com
2. http://www.baesystems.com/
3. http://www.yak.ru/ENG/
4. http://www.yak.ru/ENG/
5. http://www.darpa.mil
6. http://www.nasa.gov
7. http://www.dlr.de/dlr/en
8. http://www.migavia.ru/eng/
9. http://www.sukhoi.org/eng/
10. http://www.sukhoi.org/eng/
11. http://www.sukhoi.org/eng/
12. http://www.lockheedmartin.com
13. http://www.lockheedmartin.com
14. http://en.wikipedia.org/wiki/Leading-edge_slats
15. http://en.wikipedia.org/wiki/Flap_(aircraft)
16. Manousos Chairetis (2001),Investigation of Jet flows and flow vectoring
MEng Bus, Third year project, The University of Manchester