CA2507280A1 - Auxiliary, rotatable, independent jet engines on plane fuselage - Google Patents
Auxiliary, rotatable, independent jet engines on plane fuselage Download PDFInfo
- Publication number
- CA2507280A1 CA2507280A1 CA 2507280 CA2507280A CA2507280A1 CA 2507280 A1 CA2507280 A1 CA 2507280A1 CA 2507280 CA2507280 CA 2507280 CA 2507280 A CA2507280 A CA 2507280A CA 2507280 A1 CA2507280 A1 CA 2507280A1
- Authority
- CA
- Canada
- Prior art keywords
- auxiliary
- plane
- jet
- jet engines
- landing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Abandoned
Links
- 241000985905 Candidatus Phytoplasma solani Species 0.000 claims abstract description 10
- 239000000446 fuel Substances 0.000 claims abstract description 5
- 230000009977 dual effect Effects 0.000 claims description 2
- 239000002828 fuel tank Substances 0.000 claims description 2
- 239000013589 supplement Substances 0.000 claims description 2
- 241000272470 Circus Species 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 230000007257 malfunction Effects 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- RZVHIXYEVGDQDX-UHFFFAOYSA-N 9,10-anthraquinone Chemical compound C1=CC=C2C(=O)C3=CC=CC=C3C(=O)C2=C1 RZVHIXYEVGDQDX-UHFFFAOYSA-N 0.000 description 1
- 241001233242 Lontra Species 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 230000005484 gravity Effects 0.000 description 1
- 239000002184 metal Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C15/00—Attitude, flight direction, or altitude control by jet reaction
- B64C15/14—Attitude, flight direction, or altitude control by jet reaction the jets being other than main propulsion jets
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/16—Aircraft characterised by the type or position of power plants of jet type
- B64D27/20—Aircraft characterised by the type or position of power plants of jet type within, or attached to, fuselages
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D33/00—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for
- B64D33/04—Arrangements in aircraft of power plant parts or auxiliaries not otherwise provided for of exhaust outlets or jet pipes
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- Toys (AREA)
Abstract
1. A transport plane with 2 (or 4) primary jet engines-under-the-wing is supplemented by a smaller proficient "Auxiliary" jet engine installed on each side of the rear fuselage that has the mechanical and technological capability to rotate 180 degrees for Horizontal Short Take Off and Landing (H/STOL) capability.
The exhaust thrust of the "Auxiliary" jet engines rotated to the front on landing serves as a direct and efficient braking mechanism for the jet plane to stop on a short runway and also to effectively "backup" the plane to its setting and there, expeditiously load or unload its cargo of either peace keeping military troops and equipment or humanitarian aid.
The two "Auxiliary" jet engines are independent and have separate controls for rotatability, have their own fuel supply and electrical system with the pilot able to shift essential flight controls and thrust of the plane to the "Auxiliary" jet engines on "standard mode" either during high altitude flying to conserve fuel or in the event of an emergency, have sufficient power for the pilot to land the plane and its cargo safely.
The invention is applicable to private and commercial jet planes.
The exhaust thrust of the "Auxiliary" jet engines rotated to the front on landing serves as a direct and efficient braking mechanism for the jet plane to stop on a short runway and also to effectively "backup" the plane to its setting and there, expeditiously load or unload its cargo of either peace keeping military troops and equipment or humanitarian aid.
The two "Auxiliary" jet engines are independent and have separate controls for rotatability, have their own fuel supply and electrical system with the pilot able to shift essential flight controls and thrust of the plane to the "Auxiliary" jet engines on "standard mode" either during high altitude flying to conserve fuel or in the event of an emergency, have sufficient power for the pilot to land the plane and its cargo safely.
The invention is applicable to private and commercial jet planes.
Description
Auxiliary, Rotatable, Independent Jet Engines on Plane Fuselage DISCLOSURE
The invention is an Auxiliary, Rotatable and Independent Jet Engine (XR-Jet) mounted on each side of the rear fuselage (Figure 1, illustration 1) of a 2 (or 4) primary jet engine-under-the-wing of a wide-bodied transport plane (illustration 2).
The modified transport plane is designed to carry 100 -125 peacekeeping or conflict troops and their equipment on national and international assignments or to deliver humanitarian and medical relief efforts such as the 2004 Tsunami disaster in the Indian Ocean.
When operating on a "standard mode" (Figure 2, illustration 4), the invention enables the "XR-Jets" to supplement the primary jet engines (illustration 5) on take off or to take over at high altitude to conserve fuel and thus fly long distances such as to the Arctic or Antarctica. In the event that the primary jet engines falter, the "XR-Jets"
would land the plane safely. They would have one half to three quarters the thrust of the primary j ets.
The "XR-Jets " are "Rotatable", (Figure 3, illustration 6) and can rotate one hundred and eighty degrees to a "reverse thrust mode" (Figure 4, illustration 7) and back to its "standard mode" (Figure 2, illustration 4). Rotating the "XR-Jets" to a "reverse thrust mode" transposes the air intake from the front to the rear, and the exhaust from the rear to the front. On landing, the "reverse-thrust mode" functions as an effective braking system for Horizonal Short Take Off and Landing" (H/STOL) capability on a jet engine plane. When needed, it can "backup" the plane to its landing point on a short runway and load or unload its cargo with expediency.
The "XR-Jets" are independent of the transport plane's main operating systems.
For example, they would have their own controls for rotatability, independent electrical system, fuel tank, throttle, and control by the pilot or co-pilot. This independent system enables the "XR-Jets" to safely take over flight control at high altitude to conserve fuel or should the primary jet engines malfunction, provide sufficient power and control to land the plane safely with its cargo.
T'he invention is also applicable to jet engine private and commercial planes.
A) Field and Background of the Invention 1) Existing aircrafts have jet engines installed in various places on, or in the fuselage, but all are fixed with the air inlet facing the front and the exhaust nozzles facing the rear of the plane. This placement is the "standard mode " of jet engines.
1) United States passenger plane manufacturers generally have one or two jet engines under and slightly in front of each wing. One model has a jet engine mounted on each side of the rear fuselage. A British and Russian manufacturer has two dual jet engines on each side of the tail section.
All have fixed stationary jet engines on the fuselage It is important to note that those j ets mounted on the rear fuselage have an elevated tail section, and the "XR-Jets" plane has that feature. (Figure 2, illustration 3) Description and Physical configuration All aircrafts have to overcome Gravity and Motion in order to take off, fly in the atmosphere, and land safely. Basically, the atmospheric air surrounding the aircraft has to be energized, either vertically or horizontally, by mechanical devices.
Examples of Vertical Take Off and Landing (VTOL) machines are the helicopter and the British Harrier fighter jet. Both use the vertical displacement of air to create a difference in pressure for lift.
The Harrier jets have exhaust nozzles on each side of the engine that divert the exhaust jet downward so that the plane can take-off, hover or land. When landing or taking off, a blanket of downward exhaust air is created that acts like a pillow for the plane to gently land or take-off. This may present a hazard because the accumulated exhaust gases may be sucked up by the intake of the jet engine thereby causing a loss of power.
The Horizontal Short Take Off and Landing (H/STOL) is a feature of propeller planes with "feathered" blades that are extended to a reverse angle thus propelling the air horizontally to the front, instead of to the rear. On landing, the "reverse thrust" is a proven braking system that also moves the plane backwards on the short runway.
The Canadian built Twin Otter has that feature. No jet engine plane has an H/STOL
feature.
The H/STOL feature of the invention relates specifically to the two opposite horizontal thrust of energized air. The primary j et engines expel their exhaust thrust horizontally to the rear, under the wing, and the "XR-Jets" expel their exliaust thrust forward horizontally on top of the fuselage. It is the forward "reverse thrust mode"
of the "XR-Jets" on landing that creates the Horizontal Short Take Off and Landing (H/STOL) capability but the rear thrust horizontally of the primary jets assists the process.
Before landing, the "XR-Jets" on the rear fuselage are rotated 180 degrees (Figure 4, illustration 7) to the "reverse thrust mode", and the exhaust nozzles are facing the front.
When landing, the pilot increases the horizontal "reverse thrust" of the "XR-Jets" to achieve the required equilibrium between: the gravitational weight and the forward motion of the plane (Figure 5, illustration 8); the forward "reverse thrust"
of the "XR-Jets" braking the plane (illustration 9); and the horizontal rear-ward thrust of the two primary jet engines ( illustration 10) partially braking the plane by the exhaust accumulating under the wings close to the ground by wing flaps (illustration 11 ). The pilot lands the slow moving plane and stops abruptly with the "XR-Jets".
This duality of two opposing horizontal forces is different from the STOL
feature of propeller planes where only one horizontal force is used in the process.
After landing, if needed, the pilot can accelerate the "XR-Jets" on the "reverse thrust mode" to quickly "back up" the plane to its landing spot on a short runway.
It is important to note that a minimum of the exhaust air from the "X-Jets" on the rear fuselage will intermix with the intake air of the two under-the-wing jet engines, and vice versa, thereby preventing a malfunction of the jet engines.
On take-off, the pilot accelerates the primary jets, partially extend the under-the-wing flaps and with the exhaust j ets of the "XR-Jets" on the "reverse thrust mode"
(Figure 4, illustration 7) accelerate these to judicially "slow down" the forward advance of the plane (using the brakes on the wheels is supplementary). With the primary jet engines near full throttle, releasing the braking effect of the flaps and de-accelerating the "XR-Jets", the plane "lifts" to take off on a short runway.
The other alternative is for the "XR-Jets" to be on "standard mode" with the exhaust to the back (Figure 2, illustration 4) and the "extra" thrust will STO the plane.
There are certain plane modifications that will improve the overall performance of the transport plane: The wings on the transport plane are to be extra wide to give it a "floating" ability; the brake flaps at the rear of the wings must ensure that a maximum of exhaust and atmospheric air is corralled under the plane fuselage on landing without metal stress emanating from the hot exhaust gases.
Research of Similar Inventions: Patent 2118292. Thrust Reverser with doors for jet airplane engine, equipped with auxiliary flap shutters. Filed October I7, 1994
The invention is an Auxiliary, Rotatable and Independent Jet Engine (XR-Jet) mounted on each side of the rear fuselage (Figure 1, illustration 1) of a 2 (or 4) primary jet engine-under-the-wing of a wide-bodied transport plane (illustration 2).
The modified transport plane is designed to carry 100 -125 peacekeeping or conflict troops and their equipment on national and international assignments or to deliver humanitarian and medical relief efforts such as the 2004 Tsunami disaster in the Indian Ocean.
When operating on a "standard mode" (Figure 2, illustration 4), the invention enables the "XR-Jets" to supplement the primary jet engines (illustration 5) on take off or to take over at high altitude to conserve fuel and thus fly long distances such as to the Arctic or Antarctica. In the event that the primary jet engines falter, the "XR-Jets"
would land the plane safely. They would have one half to three quarters the thrust of the primary j ets.
The "XR-Jets " are "Rotatable", (Figure 3, illustration 6) and can rotate one hundred and eighty degrees to a "reverse thrust mode" (Figure 4, illustration 7) and back to its "standard mode" (Figure 2, illustration 4). Rotating the "XR-Jets" to a "reverse thrust mode" transposes the air intake from the front to the rear, and the exhaust from the rear to the front. On landing, the "reverse-thrust mode" functions as an effective braking system for Horizonal Short Take Off and Landing" (H/STOL) capability on a jet engine plane. When needed, it can "backup" the plane to its landing point on a short runway and load or unload its cargo with expediency.
The "XR-Jets" are independent of the transport plane's main operating systems.
For example, they would have their own controls for rotatability, independent electrical system, fuel tank, throttle, and control by the pilot or co-pilot. This independent system enables the "XR-Jets" to safely take over flight control at high altitude to conserve fuel or should the primary jet engines malfunction, provide sufficient power and control to land the plane safely with its cargo.
T'he invention is also applicable to jet engine private and commercial planes.
A) Field and Background of the Invention 1) Existing aircrafts have jet engines installed in various places on, or in the fuselage, but all are fixed with the air inlet facing the front and the exhaust nozzles facing the rear of the plane. This placement is the "standard mode " of jet engines.
1) United States passenger plane manufacturers generally have one or two jet engines under and slightly in front of each wing. One model has a jet engine mounted on each side of the rear fuselage. A British and Russian manufacturer has two dual jet engines on each side of the tail section.
All have fixed stationary jet engines on the fuselage It is important to note that those j ets mounted on the rear fuselage have an elevated tail section, and the "XR-Jets" plane has that feature. (Figure 2, illustration 3) Description and Physical configuration All aircrafts have to overcome Gravity and Motion in order to take off, fly in the atmosphere, and land safely. Basically, the atmospheric air surrounding the aircraft has to be energized, either vertically or horizontally, by mechanical devices.
Examples of Vertical Take Off and Landing (VTOL) machines are the helicopter and the British Harrier fighter jet. Both use the vertical displacement of air to create a difference in pressure for lift.
The Harrier jets have exhaust nozzles on each side of the engine that divert the exhaust jet downward so that the plane can take-off, hover or land. When landing or taking off, a blanket of downward exhaust air is created that acts like a pillow for the plane to gently land or take-off. This may present a hazard because the accumulated exhaust gases may be sucked up by the intake of the jet engine thereby causing a loss of power.
The Horizontal Short Take Off and Landing (H/STOL) is a feature of propeller planes with "feathered" blades that are extended to a reverse angle thus propelling the air horizontally to the front, instead of to the rear. On landing, the "reverse thrust" is a proven braking system that also moves the plane backwards on the short runway.
The Canadian built Twin Otter has that feature. No jet engine plane has an H/STOL
feature.
The H/STOL feature of the invention relates specifically to the two opposite horizontal thrust of energized air. The primary j et engines expel their exhaust thrust horizontally to the rear, under the wing, and the "XR-Jets" expel their exliaust thrust forward horizontally on top of the fuselage. It is the forward "reverse thrust mode"
of the "XR-Jets" on landing that creates the Horizontal Short Take Off and Landing (H/STOL) capability but the rear thrust horizontally of the primary jets assists the process.
Before landing, the "XR-Jets" on the rear fuselage are rotated 180 degrees (Figure 4, illustration 7) to the "reverse thrust mode", and the exhaust nozzles are facing the front.
When landing, the pilot increases the horizontal "reverse thrust" of the "XR-Jets" to achieve the required equilibrium between: the gravitational weight and the forward motion of the plane (Figure 5, illustration 8); the forward "reverse thrust"
of the "XR-Jets" braking the plane (illustration 9); and the horizontal rear-ward thrust of the two primary jet engines ( illustration 10) partially braking the plane by the exhaust accumulating under the wings close to the ground by wing flaps (illustration 11 ). The pilot lands the slow moving plane and stops abruptly with the "XR-Jets".
This duality of two opposing horizontal forces is different from the STOL
feature of propeller planes where only one horizontal force is used in the process.
After landing, if needed, the pilot can accelerate the "XR-Jets" on the "reverse thrust mode" to quickly "back up" the plane to its landing spot on a short runway.
It is important to note that a minimum of the exhaust air from the "X-Jets" on the rear fuselage will intermix with the intake air of the two under-the-wing jet engines, and vice versa, thereby preventing a malfunction of the jet engines.
On take-off, the pilot accelerates the primary jets, partially extend the under-the-wing flaps and with the exhaust j ets of the "XR-Jets" on the "reverse thrust mode"
(Figure 4, illustration 7) accelerate these to judicially "slow down" the forward advance of the plane (using the brakes on the wheels is supplementary). With the primary jet engines near full throttle, releasing the braking effect of the flaps and de-accelerating the "XR-Jets", the plane "lifts" to take off on a short runway.
The other alternative is for the "XR-Jets" to be on "standard mode" with the exhaust to the back (Figure 2, illustration 4) and the "extra" thrust will STO the plane.
There are certain plane modifications that will improve the overall performance of the transport plane: The wings on the transport plane are to be extra wide to give it a "floating" ability; the brake flaps at the rear of the wings must ensure that a maximum of exhaust and atmospheric air is corralled under the plane fuselage on landing without metal stress emanating from the hot exhaust gases.
Research of Similar Inventions: Patent 2118292. Thrust Reverser with doors for jet airplane engine, equipped with auxiliary flap shutters. Filed October I7, 1994
Claims (8)
1. One or more "auxiliary" jet engine, mounted horizontally in a "standard mode" on each side of the rear fuselage of a primary two (or four) jet engine-under-the-wings transport plane, and are smaller than the standard jet engines is defined as a claim.
2. The "auxiliary" jet engines mounted in a "standard mode" on the rear fuselage assists the plane on take-off by providing extra thrust is defined as a claim.
3. The "auxiliary" jet engines on the rear fuselage are "rotatable" one hundred eighty degrees so that the air intake is to the rear and the exhaust jet is to the front, resulting in a "reverse thrust mode" front wards that is used as an effective and direct braking mechanism for Horizontal Short Take Off and Landing (H/STOL) capability of a jet plane when taking off, or when landing on a short landing strip is defined as claim.
4. The "auxiliary" jet engines are "independent", having their own controls, own fuel tank, electrical facilities and are capable of "taking over" from the primary jet engines, at the discretion of the pilot, for cruising at high altitude to conserve fuel, or land in event of an emergency is defined as a claim
5. The "auxiliary" jet engines) when on a "standard mode" supplement and interchange with the primary jet engines and when on a " reverse thrust" mode the "auxiliarys" serve as a brake for Horizontal Short Take Off and Landing (H/STOL) capability and thus have dual purpose is defined as a claim.
6. On landing to a sudden stop on a short landing strip, the "reverse thrust"
of the auxiliary jet engines pushes the plane backward and this effective "backup"
feature by jet engines is defined as a claim.
of the auxiliary jet engines pushes the plane backward and this effective "backup"
feature by jet engines is defined as a claim.
7. The "Auxiliary" "Rotatable" jet engines can be adapted to commercial passenger and private planes.
8.An "auxiliary" jet engine can be mounted permanently in a "reverse thrust"
position on each side of the rear fuselage of the plane, having independent controls and activated exclusively for Horizontal Short Take off and Landing (H/STOL) is defined as a claim.
position on each side of the rear fuselage of the plane, having independent controls and activated exclusively for Horizontal Short Take off and Landing (H/STOL) is defined as a claim.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2507280 CA2507280A1 (en) | 2005-05-24 | 2005-05-24 | Auxiliary, rotatable, independent jet engines on plane fuselage |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2507280 CA2507280A1 (en) | 2005-05-24 | 2005-05-24 | Auxiliary, rotatable, independent jet engines on plane fuselage |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2507280A1 true CA2507280A1 (en) | 2006-11-24 |
Family
ID=37451417
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2507280 Abandoned CA2507280A1 (en) | 2005-05-24 | 2005-05-24 | Auxiliary, rotatable, independent jet engines on plane fuselage |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2507280A1 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2929591A1 (en) * | 2008-04-02 | 2009-10-09 | Airbus France Sas | Airplane e.g. civil transport airplane, has pivot axes arranged along inclined orientation, not in horizontal along airplane locating direction or vertical along another airplane locating direction to form V-arrangement |
| CN102009743A (en) * | 2010-07-01 | 2011-04-13 | 北京航空航天大学 | Blowing based fuselage high incidence pitching moment control method |
| US20150121838A1 (en) * | 2013-03-07 | 2015-05-07 | United Technologies Corporation | Conjoined reverse core flow engine arrangement |
| WO2019192750A1 (en) * | 2018-04-03 | 2019-10-10 | Steven Low | Airplane with improved safety |
| CN115158636A (en) * | 2022-08-09 | 2022-10-11 | 河南省猎鹰消防科技有限公司 | Duct air quantity adjusting mechanism, duct unmanned aerial vehicle and posture adjusting method |
-
2005
- 2005-05-24 CA CA 2507280 patent/CA2507280A1/en not_active Abandoned
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2929591A1 (en) * | 2008-04-02 | 2009-10-09 | Airbus France Sas | Airplane e.g. civil transport airplane, has pivot axes arranged along inclined orientation, not in horizontal along airplane locating direction or vertical along another airplane locating direction to form V-arrangement |
| US8820676B2 (en) | 2008-04-02 | 2014-09-02 | Airbus Operations Sas | Airplane with pitch and yaw command by propulsion system |
| CN102009743A (en) * | 2010-07-01 | 2011-04-13 | 北京航空航天大学 | Blowing based fuselage high incidence pitching moment control method |
| CN102009743B (en) * | 2010-07-01 | 2013-06-05 | 北京航空航天大学 | Blowing based fuselage high incidence pitching moment control method |
| US20150121838A1 (en) * | 2013-03-07 | 2015-05-07 | United Technologies Corporation | Conjoined reverse core flow engine arrangement |
| US9845159B2 (en) * | 2013-03-07 | 2017-12-19 | United Technologies Corporation | Conjoined reverse core flow engine arrangement |
| WO2019192750A1 (en) * | 2018-04-03 | 2019-10-10 | Steven Low | Airplane with improved safety |
| CN111051204A (en) * | 2018-04-03 | 2020-04-21 | 史蒂文·劳 | Aircraft with improved safety |
| JP2021517532A (en) * | 2018-04-03 | 2021-07-26 | ロー、スティーブン | Safety-enhancing aircraft |
| US11396379B2 (en) * | 2018-04-03 | 2022-07-26 | Steven Low | Airplane with improved safety |
| JP7180957B2 (en) | 2018-04-03 | 2022-11-30 | ロー、スティーブン | safety enhancement aircraft |
| CN115158636A (en) * | 2022-08-09 | 2022-10-11 | 河南省猎鹰消防科技有限公司 | Duct air quantity adjusting mechanism, duct unmanned aerial vehicle and posture adjusting method |
| CN115158636B (en) * | 2022-08-09 | 2023-07-18 | 河南省猎鹰消防科技有限公司 | Ducted air quantity adjusting mechanism, ducted unmanned aerial vehicle and gesture adjusting method |
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