Boeing Top Worldwide Future Market? How?

Boeing
top worldwide future market? How? Co-operate for change. Install grounded Max engines on
727 via FAA-USP...31/F-22 stall-free standard, ground/flight test/deliver, then 737, etc.
Benjamin Gal-Or, April 15, 2020, MORE ON EDITORIALS, BOOKS , TWEETS BELOW
BOEING TOP WORLDWIDE

FUTURE MARKET? HOW?
Under Physics of Rotations, 'JETONAUTICS',

REPLACES OBSOLETE, 100-Y/O 'AERONAUTICS'
WITH STALL-FREE F-22-RAPTOR TECH. INSTALL
GROUNDED MAX ENGINES on 727 VIA FAA-US
PATENT..31/F-22 RAPTOR and TV/TR standard,
Ground/flight-test/deliver, NEXT ALL MODELS.

Source: Iberia Airlines - Flickr: B-727, CC BY 2.0, https://commons.wikimedia.org/w/index.php?curid=75378661
1

Boeing top worldwide future market? How? Co-operate for change. Install grounded Max engines on
2

With larger, Thrust Vectoring Reversing engines, B-727 harbors many advantages
over B-737-MAX: Engines are 'not too close to the ground', encounter low foreign
object damages and much better RECOVERS from any STALL DANGER by larger
moments under FAA unclassified F-22-Raptor flight-safety standard and free,
FAA-Funded-Flight-Tested USP5782431-designs reproduced below.
In addition, these free designs provide key advantages cited next.

"Boeing 727" From Wikipedia, the free encyclopedia
"For over a decade, more 727s were built per year than any other jet airliner; in
1984, production ended with 1,832 built[2] and 1,831 delivered, the highest total
for any jet airliner until the 737 surpassed it in the early 1990s.[18]
The 727 was designed for smaller airports, so independence from ground
facilities was an important requirement. This led to one of the 727's most
distinctive features: the built-in airstair that opens from the rear underbelly of the
fuselage, which initially could be opened in flight.[16]
The 727 proved to be such a reliable and versatile airliner that it came to form
the core of many startup airlines' fleets. The 727 was successful with airlines
worldwide partly because it could use smaller runways while still flying medium-
range routes. This allowed airlines to carry passengers from cities with large
populations, but smaller airports to worldwide tourist destinations.
The 727 had some military uses, as well. Since the aft stair could be opened in
flight, the Central Intelligence Agency used them to drop agents and supplies
behind enemy lines.
The 727 has proven to be popular where the airline serves airports with gravel,
or otherwise lightly improved, runways.

Donald Trump traveled in a former American Airlines 727-100 with dining room,
bedroom and shower facilities."
3

SUMMARY: 'JETONAUTICS', is based on JET ENGINES STEERING,

JES, which is independent of stall-aerodynamics that often fails wings-
lift and cease safety functioning of essential flight control means like
force-moments by vertical rudders, horizontal stabilizers, flaps and
canards.
In contrast, JES air-safety capability is provided by integrating roll-yaw-

pitch engine-nozzle-nacelle jet deflections in 3 DIMENSIONAL thrust
vectoring flight control, defined and illustrated by 190 figures of
'Vectored Propulsion, Supermaneuverability and Robot Aircraft', by

1990-present Springer Verlag, industry standard by this author.
In 2020 JES is still mostly a classified master of advanced flight control

implemented and protected by an exclusive U.S., RUSSIA, CHINA 'JES
Club', which includes 3 members:
(1) U.S. stealth, super-agile, stall-free, canard-less F-22 Raptor,
(2) Russian super-agile stall-free fighter aircraft up to Su-57,
(3) Since late 2018, China's J-10B.
4

Jetonautics has been funded & flight tested by USAF, Lockheed,

General Dynamics, PWA, GE and FAA by resorting to various classified
programs on stealth, tailless, canard-less super-agile, safest, Stall-Free
air vehicles, military and civil, as defined and reviewed by 1995-1998
UNLCLASSIFIED, FAA-F22-RAPTOR-US PATENT 5,782,431-DESIGN-
STANDARDS defined below.
Fundamentally jetonautics is based on ROTATION-PHYSICS FLIGHT

CONTROL for both military and future private, biz, cargo and
passengers jets. It provides minimal g-loads on pilots during WVR and is
partly AIMED TO REPLACE OBSOLETE, STALL-SENSITIVE, 100 Y/O
AERONAUTICS, aka Conventional Flight Control, CFC, which, so far
has caused many known crashes and damages.
In projected 6th-generation future civil aviation domains, jetonautics is

aimed to prevent a crash of a passenger or a cargo aircraft under
stall/spin and adverse flight conditions, failing CFC, low landing speeds,
asymmetric icing and partial loss of propulsion (Most Jet engines include
their own hydraulics.)
5

The U.S. PATENT reproduced below is based on JES designs of

globally mandatory thrust reversers that must be installed on all certified
private, biz, cargo and commercial jets.
The simplest ones are like those used by the author and Herbst. The
more complicated ones include retractable/rotatable vane-doors,
collectively operated in individual TVFC-sectors, with modified
conventional thrust-reversing TR-door-structures, in retractable-rotatable
TR vane-door-sectorial-structures that form various TVFC/CFC/TR
systems. One method is intended for turbo-prop transports. Another
configuration replaces heavy and complex conventional TR doors and
TR-nacelle-grids with an integrated, simpler and lighter TVFC/CFC/TR-
systems.
USP 5782431 IS NOW FREE TO USE BY ALL
6

Images (4)
Classifications
F02K1/58 Reversers mounted on the inner cone or the nozzle housing or the fuselage
View 6 more classifications
US5782431A
United States
Download PDF Find Prior Art Similar
Inventor
Benjamin Gal-Or
Michael Lichtsinder
Valery Sherbaum
Worldwide applications
1995 US
Application US 08/516,870 events

1995-08-18
Application filed by Gal-Or; Benjamin, Lichtsinder; Michael, Sherbaum; Valery
1995-08-18
Priority to US08/516,870
1998-07-21
Application granted
7

1998-07-21
Publication of US5782431A
2009-12-16
First worldwide family litigation filed
2015-08-18
Anticipated expiration
2019-06-16
Application status is Expired - Fee Related
Info
Patent citations (11)
Cited by (17)
Legal events
Similar documents
Priority and Related Applications
External links
USPTO
USPTO Assignment
Espacenet
Global Dossier
Discuss
Description
BACKGROUND OF THE INVENTION
8

1. Field of the Invention

Many lives can be saved and much damage prevented by a new aircraft technology
called roll-yaw-pitch Thrust Vectoring Flight Control, TVFC.
From its early inception we have been involved with concept design, patents, jet-
laboratory testing and sub-scale flight testing of roll-yaw-pitch TVFC. And this
application is, in part, filed due to the supportive attitude of the U.S. Department of
Transportation/FAA, NASA and leading U.S. engine and airframe companies to our
proposal to convert, adapt and modify military TVFC technology to civil transport
applications which are specifically aimed to reduce the frequency and damage of air
catastrophes.
Many air catastrophes are caused by the limited capability of conventional

Aerodynamic Flight Control AFC to a priori prevent them or to actively save doomed
passenger, business, and cargo jet transports during take-off, flight and landing under
adverse conditions involving stall/spin, asymmetric icing, wind-shear/microbursts,
partial loss of AFC and engines, total loss of all hydraulics, tire explosions and front-
wheel collapse. Similar catastrophes are encountered by turbo-prop aircraft. Other
catastrophes involve the loss of tail rotor or tail during helicopter flight.
2. Object of the Invention

The invention relates to a family of retractable pitch, yaw/pitch and roll-yaw-pitch
TVFC methods and systems, with and without thrust-reversing TR methods and
systems.
Its first purpose is maximization of air safety and energy saving in operating transport
jets, turbo-props, helicopters and other, jet-generating vehicles.
The integrated TVFC/TR methods and systems of the present invention are equally
aimed to minimize installation complexity, weight and cost while allowing, under
adverse conditions, the highest air-safety levels feasible in comparison with those
extractable from conventional AFC means.
In its deployed TVFC mode of operation, it is intended for catastrophic failure

prevention. In its retracted mode it does not interfere with engine/nacelle/airframe
9

aerodynamics. The retracted mode is therefore intended for cruise flight and for
conventional altitude changes with minimal fuel consumption.
An important purpose of the invention is to provide alternative flight control when AFC
fails, or fails to function safely.
Another aim is to save an otherwise doomed aircraft whose AFC elements have failed,
or whose all airframe hydraulics/actuators are not functioning, or one or more of its
engines is inoperative, or has separated, or the vehicle is subjected to adverse flying
conditions such as stall/spin, asymmetric icing, and wind-shear/microbursts.
The object of the invention is also to provide the pilot with an improved capability to
rapidly correct his mistakes under adverse takeoff, flight and landing conditions.
In using one of the specific system configurations of the invention the loss of
helicopter's tail or tail rotor may prevent a catastrophe by reducing the gas-turbine
nozzle cross-sectional area and providing anti-rotation moment by reverting to auto
yaw TVFC mode of operation of the present invention.
Similar, but more integrated and effective TVFC/TR/AFC modes of emergency

operation, are provided by the invention for preventing turbo-prop transport
catastrophes.
In applying one of the preferred TVFC/TR/AFC system configurations of the invention

to jet transports, the heavy, complex and costly conventional TR doors/rods/hinges,
retracting/sliding gear, actuators and TR-grid-nacelle-structures can safely be
removed and cost-effectively replaced with a simpler and lighter-weight add-on
TVFC/TR kit system. Another aim of the invention is to allow TVFC/TR-induced short
landing via reduced minimum control approach speed to be followed by conventional,
post-touch-down TR. All implementations and installations of present-invention-related
structures and flight-control means are designed to take place without any change to
the engine itself.
Another purpose of the invention is to provide methods and structures to produce low-
cost, low-weight, retractable/integrated, TVFC/TR add-on kits for upgrading extant
vehicles and for improved design, construction and operation of new, cost-effective
ones.
10

A final purpose of the invention is catastrophic failure and crash prevention in gas-jet
or liquid-jet based air, land and marine applications, including water-jet based
vehicles. More specifically it also means to thrust-vector surface sliding, out-of-
conventional control, ground and sea vehicles to prevent collision and crash.
3. Prior Art
No modern jet engine can function with prior-art rocket-engine thrust-vectoring-nozzle
mechanisms and methods. Rocket-type nozzles fail during the typical prolonged
operations which characterize jet engines, namely, thousands of hours, instead of
minutes. Moreover, unlike the fixed, and highly divergent, internal duct shape of the
rocket-nozzle, that of advanced supersonic jet-engine nozzles is made to
geometrically vary internally with throttle change and flight conditions. Consequently,
all rocket-TVFC-nozzle prior art is inherently irrelevant and useless with respect to the
present invention.
Prior art related mainly to military uses of two-dimensional, thrust-vectoring-nozzles is

available in Israeli SEALED-SECRETS Trade-Secrets Applications 78402 April 2
1986, 80532 filed on Nov. 7, 1986 by Gal-Or.
The present invention is partially related to the roll-yaw-pitch TVFC methodologies of

Israeli Patent Application No. 111265 filed on Oct. 12, 1994 by Gal-Or, Lichtsinder and
Sherbaum!.
However, unlike the present invention, the 1994/111265 application does not provide
the design and operational methods as well as the specific TVFC-structures of
retractable TVFC/TR-configurations for the aforementioned uses.
The 1986/80532 invention is based on two-dimensional external-flap-type, split-type

roll-yaw-pitch or non-split-type yaw-pitch TVFC-nozzles. It too does not provide the
design and operational methodology, TVFC-means and stowed-
away/actuation/rotations of retractable TVFC/TR-configurations of the present
invention.
By method, use, mechanical structure and operational means of specific and preferred
retractable TVFS/TR integrated system configurations, the present invention is entirely
different from prior art and not obvious to someone skilled in prior TVFC, TR, and AFC
art, as clearly reflected by more than 400 papers and patents reviewed by:
11

1--Gal-Or, B., International Journal of Turbo and Jet Engines, Vol. 1, pp. 183-
194 1984!, with 103 references to prior art related to TVFC and TR.
2--Gal-Or, B., "Vectored Propulsion, Supermaneuverability avid Robot Aircraft",

Book published by Springer Verlag, N.Y., Heidelberg, 1990, 1991, with 237
references to prior art related to TVFC, TR and conventional AFC.
3--Gal-Or, B., International Journal of Turbo and Jet Engines, Vol. 11, No. 2-3,
pp. 1-21 1994!, with 367 references related to prior art related to TVFC and TR.
4--Gal-Or, B., "Multiaxis Thrust Vectoring Flight Control Vs Catastrophic Failure

Prevention", Reports to U.S. Dept. of Transportation/FAA, Technical Center,
ACD-210, FAA X88/0/6FA/921000/4104/T1706D, FAA Res. Grant-Award No:
94-G-24, CFDA, No. 20.108, Dec. 26, 1994, May 30, 1995, with 410 references
related to prior art related to TVFC, TR and air-safety methodologies.
SUMMARY OF THE INVENTION

While aimed mainly for air uses based on gas-turbines, the methods and resulting
structures of this invention are also intended for land and marine applications,
including those based on liquid jets, such as water-jet based vehicles.
In its deployed TVFC mode of operation, it is intended for catastrophic failure

prevention. In its retracted mode it does not interfere with engine/nacelle/airframe
aerodynamics. The retracted mode is therefore intended for cruise flight and for
conventional altitude changes with minimal fuel consumption.
Air-safety capability is provided by integrating roll-yaw-pitch engine-nozzle-nacelle

thrust vectoring flight control TVFC! retractable/rotatable vane-doors (thrust vectoring
control means), collectively operated in individual TVFC-sectors, with modified
conventional! thrust-reversing TR door-structures in one method!, or with novel
retractable/rotatable TR vane-door sectorial structures a second method! to form
various TVFC/CFC/TR systems. The methods and structures are intended for
transport jets, except one configuration which is intended for turbo-prop transports.
Another configuration replaces heavy and complex conventional TR doors and TR-
nacelle-grids with an integrated, simpler and lighter TVFC/CFC/TR-systems.
12

Unlike CFC, TVFC does not depend on the external aerodynamic flow regime. Hence,
the major advantage of the invention is the provision of significantly higher air safety
potentials in comparison with existing aircraft CFC.
The invention can be used to upgrade existing CFC/TR-based civil and military
aircraft, or design new TVFC/CFC/TR ones. The integrated TVFC/CFC/TR systems
are intended to minimize total/integrated installation weight and cost.
The description provided in the text and drawings of this application shall not be
construed as limiting the ways in which this invention may be practiced but shall be
inclusive of many other variations that do not depart from the broad interest and intent
of the invention.
A BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 depicts a cut through the axis of a typical turbo-fan engine equipped with
configurations-1, -2 and -3 types of TVFC/TR vanes/doors of the present invention.
Item 1 represents a nozzle-nacelle's aft section during conventional, non-vectoring, TR
of fan-air. Item 2 represents a nozzle-nacelle's aft section during conventional non-
vectoring, TR of core-gas. Item 3 is the inner nacelle's skin in the fan-air section. Item
4 is the inner engine/nacelle's skin in the core-gas section. Item 5 represents an
internal TR structure/grid exposed as depicted during downstream, TR slide-motion of
1 and/or 2. Item 6 represents an integrated TVFC/TR vane/door, during a
configuration-1 type of TR. Item 7 represents an available TR rod pivoted to 3 or 4,
and to 10. Item 8 represents an added structure to transfer TVFC/TR forces/moments
to engine non-rotating structures. Item 9 represents configuration-2 type TVFC/TR
vanes/doors in a reclined/deployed position, and 9' at its retractable, stowed-away,
non-operative position. In position 9 it individually, or collectively as in Israeli Patent
Application No. 111265!, vectors the jet-engine thrust, or, optionally, by rotating it 90
degrees to one direction from the non-vectoring, streamwise/axial position depicted,
13

and collectively, with all the other vanes/doors, back-deflects the axial thrust force by
approximately 135 degrees.
Cross-view A--A is depicted in more details in FIG. 2.
These items are replaceable by other types of conventional actuators/mechanisms

which can provide similar combined rotations and structural support.
FIG. 2 depicts a vane/door system, as related to cross-view A--A in FIG. 1. A similar

system operates on the hot-core-flow. Item 10 represents a bulge/locker/pivot firmly
attached to the lower edge of vane/door 6 and pivoted to rod 7 irrespective of
vane/door rotation to, say, orientation 6'. Item 11 represents an arresting/locking
groove mechanism in the skin structures of 3 and 4, suitable to arrest
bulge/pivot/locker 10. In that position, 10, 12, 15, 16, 16', the skin structures 3 and 4,
rod 7 and structure 5 transfer TVFC/TR forces and moments to the jet-
engine/transport structures. Item 12 represents a vane/door hinge rotatable inside a
bearing sleeve 16' and firmly linked to a vectoring moment arm 13. By means of
bearing-sleeve 16', and rails 15, it is also linked to the nacelle's aft section 1 or 2, and,
thereby, to structure grid 5 and to engine non-rotating parts. Item 13 represents a
thrust-vectoring moment arm. Item 14 represents a three-degrees-of-freedom pivot
linked to 17 and 13. Item 15 represents a pair of axially-oriented locking rails firmly
attached to the skin/body structures not depicted! of 1 and 2. Item 16 represents two
lateral/tangential sliding hinges inserted/locked inside rails 15 and firmly attached to
the outside of sleeve 16'. Item 16' represents an external sleeve inside which 12
rotates. 16' is also back-connected by a pivot to an axially pushing/pulling
deploying/retracting actuator not depicted!. Item 17 represents a flexible, three-
degrees-of-freedom TVFC/TR sectorial ring/rod which, with deploying/retracting rod 7,
collectively rotates/moves/lowers vectoring/reversing vanes/doors into position. Items
13, 14, and 17 are replaceable with individual TVFC/TR motors/actuators see also 20
below! whose rotating mechanism is attached to hinge 12, and its static parts are
firmly attached/supported by sleeve 16'.
These items are replaceable by other types of conventional actuators/mechanisms

which can provide similar combined rotations and structural support.
14

FIG. 3 depicts a Configuration-2 type system. Item 18 represents the radial hinge of
vane/door 9. Item 19 represents a flexible deploying/retracting sleeve-ring-sectorial
rod/bearing which, at any crossing pass with a vane/door 9, forms a sleeve-bearing
around 18. It is rotatable inside 21 by sector actuator 22 and arm 24. Its rotation
deploys vane/door from retracted position 9' to TVFC/TR position 9, or back to 9'. Item
20 represents a TVFC/TR individual motor/actuator, or a common sectorial rotating-
arm-actuator, controlled by the aircraft TVFC/TR commands. It is non-operative in its
stowed-away position 20'. Item 21 represents a non-rotating plate or flange supported,
at least in two locations per sector, by structure 8. It contains, at least in the
aforementioned two locations, sleeve-bearings for 19. Item 22 represents a
retracting/deploying sectorial actuator. Item 23 represents firm links of 8 with 21. Item
24 represents a sectorially-commanded retracting/deploying moment arm of item 19.
Item 25 represents a non-bulging hinged spring-cover for the rectangular openings in
skin structures 3 and 4.
The aforementioned rods/hinges/bearing-sleeves and actuators are replaceable by

similar other types of conventional actuators/mechanisms which provide the combined
required rotations and structural supports.
FIG. 4 depicts a Configuration-3 type system. Each vane/door includes a non-rotating

upper sub-vane/door 26 for partial flow-blocking and the generation of jet-efflux-
acceleration. 26 is firmly attached to sleeve 16' and hinge 12 of each vane/door 9
passes through the center of 26. The resulting system is positioned inside nozzle-exits
of turbo-prop gas turbines and helicopters for effecting flow-acceleration and TVFC
during emergency.
This mechanism is replaceable by other types of conventional actuators/mechanisms

which provide similar combined rotations and structural supports.
These Figures shall not be construed as limiting the ways in which this invention may
be practiced but shall be inclusive of many other variations that do not depart from the
broad interest and intent of the methods and structures of the invention.
15

DETAILED DESCRIPTION OF THE INVENTION

Method 1
This control method relates to retracting/deploying thrust-vectoring/reversing

vanes/doors in gas-turbine operated vehicles and fluid-jet operated systems,
comprising the mixed/optional steps of:
Grouping vanes/doors of thrust-vectoring/reversing type in sectors according to their

yaw, roll, and pitch thrust-vectoring orientations with respect to the vehicle/system.
Connecting and linking/pivoting each of these vanes/doors/sectors with sectorially-

commanded thrust-vectoring/reversing motors/actuators.
Deploying these vanes/doors/sectors from their thrust-vectoring/reversing stowed

position into the nozzle flow considered, while simultaneously rotating each.
Positioning by this deployment/rotation each of said vanes/doors at minimal drag

orientation parallel to local flow at zero reference angle for thrust-vectoring.
Vectoring thrust in the aforementioned roll-yaw-pitch coordinates by sectorially-

commanding rotations of said vanes/doors away from said zero reference angle.
Retracting/rotating said vanes/doors back to said stowed position.
Splitting said nozzle flow by asymmetric yaw, pitch or yaw/pitch deploying of a fraction
of available conventional thrust-reversing doors and/or said vanes/doors/sectors
without rotation, until effecting a partial nozzle-flow blocking, thereby forcing part of
said flow through external/peripheral gaps/openings or grids in radially-out/upstream
direction for providing coarse/emergency thrust-vectoring.
Reversing thrust by symmetric conventional deploying/sliding methods involving all

said vanes/doors functioning as conventional thrust-reversing doors without
simultaneous rotation.
16

Method 2
This method relates to post-nozzle TVFC/TR. It allows total rejection/removal of all

heavy, complex and costly conventional TR structures and replacing them with low-
weight/low-cost TVFC means. It comprises the mixed/optional steps of:
Deploying all or some of the TVFC/TR vanes/doors radially outward from a forward-
pointing, stowed-away position inside the nacelle structure, to a flow-parallel zero
TVFC reference angle downstream of engine/nacelle nozzle-end.
That deployment is conducted collectively in annular TVFC/TR sectors, each

deploying radially-out into post-engine-nozzle axial flow position without the need to
simultaneously rotate the vanes/doors as in Method 1.
Rotating all or only an asymmetric fraction of the vanes/doors in a common direction

until a flow-blocking blocking position, thereby forcing all or the asymmetric part o the
flow through the gap between nozzle-end and upper-end of the deployed
vanes/door/sectors.
The vanes/doors are collectively and rapidly rotating/vectoring engine flow in annular
sectors by means of individual or collective sectorial motors/actuators/rods (actuator
means) which, in turn, are linked with engine's non-rotating structures for effecting
TVFC or TR without the conventional TR methods and structures.
Method 3
Here the TVFC mode of control is applied to axially-oriented gas-turbine nozzles of

turbo-props, and tail-damaged or tailless helicopters. It comprises the mixed/optional
steps of:
Adding a non-rotating, laterally-oriented, sub-vane/door to each of said vanes/doors

thereby forming split-type vanes/doors which, upon radial deployment reduce effective
nozzle-cross-sectional area to provide accelerated nozzle flow for sufficient TVFC
forces/moments. Performing thrust vectoring flight control as in Method 1 or 2.
17

Retracting said vanes/doors back to their said stowed position for providing fuel saving
during conventional altitude changes and cruise flight, as in Method 1 or 2.
Method 4
This asymmetric/symmetric, TVFC/TR method introduces low-weight, low-cost,

simply-shaped, semi-cylindrical nozzle or nozzle/nacelle ducting peripheral skin-
sectors into nozzle's internal skin and/or onto nacelle's post-nozzle skin. In its
deployed mode these skin-sectors act as TVFC/TR flow-blocking/vectoring objects.
For instance, such two yaw and two pitch TVFC/TR retracting/deploying skin-sectors,
having no said vanes/doors, are capable of splitting/deflecting part of the flow into a
radial/yaw, radial/yaw/pitch or radial/pitch direction for providing coarse yaw/pitch
TVFC. Without retractable sectorial dividing radial walls the remaining flow may be
slightly distorted and only roughly axially-oriented.
Upon symmetric deploying of all, say, four skin-sectors a radially-out/upstream

orientation, pure TR is effected. Otherwise all, say, four sectors are retracted to form
smooth skins, say, post fan or core nozzles. Alternatively, just three or four
deployable, simple internal nozzle skin sectors provide coarse yaW/pitch TVFC
without TR to turbo-prop transports and tailless or tail-damaged helicopters.
Retractable TVFC/TR eye-lids/paddles may replace skin-sectors. This motion control
method may also provide coarse yaw-only or pitch-only thrust vectoring by employing
only two deploying/retracting sectors of the eye-lid/paddle type of thrust reversing and
each time deploying only one of them at controlled angles into the nozzle flow.
This method comprises the following mixed/optional stages:
Selecting yaw and pitch thrust-vectoring retracting/deploying orientation for the

required skin sectors with respect to the vehicle/system
Splitting internal nozzle's skin and/or post-nozzle nacelle's skin into radially
deployable, said skin sectors according to said yaw and pitch selection
18

Vectoring thrust by deploying only an asymmetric fraction of said sectors from their
skin-stowed position to a radially-in nozzle position and radially-out/upstream inclined
vectoring/reversing position
Reversing thrust by deploying all said post-nozzle sectors from their skin-stowed
position into a common radially-out/upstream orientation
Retracting all said sectors to form a smooth nozzle skin and/or smooth nacelle skin
Optionally one can maintain by this method a coarse/emergency TVFC by
asymmetrically deploying into said flow one or more post-nozzle-sector-eye-
lids/paddles at controlled angles, with or without installed said vanes doors onto
its/their skin structures. By symmetric deployment of all said eye-lids/paddles one can
force flow through external/peripheral gaps/openings in radially-out/upstream direction
for providing pure TR.
Configuration 1: This system/structure is specifically designed according to Method 1

to upgrade extant transport jets which are already equipped with conventional TR
doors, as depicted in FIG. 1.
The available conventional TR-doors are to be re-hinged, re-supported, re-locked and

re-deployed/retracted. The resulting TVFC/TR doors are therefore referred to as
vanes/doors. These vanes/doors can now deflect engine fan and/or core flows to
maximize TVFC-induced air safety, and/or operate as TR doors with already available,
on-board, conventional TR hardware.
When available as add-on kits, this configuration is expected to add little weight and
cost to extant or new transport jets.
Configuration 1 is mainly based on items 6, 6', 7 and 10 to 17 depicted in FIG. 2. Each

vane/door 6 is rotatable by hinge 12 and arm 13 up to about 90 degrees as it is
deployed into its TVFC position, or retracted back to its stowed TR position under the
skin structures of nozzle-nacelle 3 and/or 4.
19

Its hinge 12 rotates inside the sleeve of bearing-sleeve 16'. The sleeve of 16' is firmly
attached to two opposing lateral/tangential hinges 16. That sleeve is also pivoted to a
push/pull axially deploying/retracting actuator not depicted!.
In turn, the two hinges 16 are inserted/locked inside a pair of axially-oriented sliding
rails 15, and these rails are firmly attached to the engine/nacelle's fan and/or core aft
structures 1 and/or 2.
This hinge/bearing-sleeve/rail system provides simultaneous deployment and rotation

to each vane/door 6 as it rotates through orientation 6' to a parallel orientation with
respect to the local flow direction, or, via retraction/rotation back into the conventional
TR stowed position/configuration. Thus, two simultaneous motions are performed by
the axial motion of bearing-sleeve 16' and the rotation of 12 by means of arm 13 and a
flexible, three-degrees-of-freedom TVFC-rod mechanism 14 and 17. Flexible sectorial
ring/rod 17 is linked to TVFC-actuators not depicted!.
Alternatively, each vane-door can be rotated and TVFC-operated by other means,

such as an individual motor/actuator which performs sectorially-common TVFC-
commands.
The lower-edge bulge/pivot 10 of each vane/door 6 is pivoted to TR rod 7, which, in

turn, is also pivoted to the inner nacelle's skin structure 3 and/or 4.
The combined axial motion of 16' with about 90 degrees rotation of 12 while 10 is also
linked to 7, radially `lowers`/deploys/rotates vane/door 6 into an arresting/locking
groove 10, which, in turn, absorbs part of the forces/moments during TVFC operation.
TVFC operation may be available from both partial and completely deployed/locked
positions of vanes/doors 6. It is normally performed without operating the conventional
TR mechanism. However, landing may be considered with high power settings and
combined/partial TVFC/TR for reduced minimum control speed options.
All vanes/doors 6 are grouped into TVFC-sectors and/or effective nozzle-area

reduction sub-sectors, which, in turn, are controlled collectively by flexible ring/rod 17
and/or alternative motor/actuators. Flexible ring/rod 17 is pushed/pulled by a sectorial
TVFC motor/actuator. The cross-section of each vane/door 6 is close to an
20

aerodynamically symmetric thin shape, with a slight deviation from symmetry on the
TR upstream face.
That face may be almost flat for extracting improved TR blocking.
The TVFC-sectors are each independently actuated to deflect or block part or the
entire fan and/or core flows in roll, pitch, yaw or axial coordinates of the aircraft. TR is
performed in the conventional way by axially sliding 1 and/or 2. Vane/door 6 is then
deployed or retracted, without simultaneous rotation, by the sliding motion of 1 and/or
2 while its lower-edge/bulge/pivot 10 is firmly held by rod 7.
Configuration 2: This structure/system considerably reduces the complexity, weight

and cost of Configuration 1 by first removing all heavy, complex and costly
conventional TR doors, rods, actuators and grid-structures from the transport, while
providing different roll-yaw-pitch TVFC vanes/doors. It is designed according to the
principles of Method 2.
In its non-operative mode this configuration is stowed-away FIGS. 1 and 3, items 9'
and 20'! by being positioned under the inner nacelle's metal skin structure 3 and/or 4.
In its operative mode it is deployed into position 9 and 20. During TVFC operation its
vanes/doors 9' are deployed by means of links and motors/actuators 18, 19, 21, 22
and 24. These vanes/doors are deployed at some distance 9 downstream of the fan
and/or core nozzle exits, 1, 2, and are inclined into the flow-upstream direction to allow
TR upon a collective 90 degrees rotation of all TVFC-doors from zero reference angle
to form a TR cone-cap.
This cone-cap blocks most fan and/or core flows, and forces the flows upstream and
radially-out through the gap between engine-nozzles exits 1 and 2 and vanes/doors
upper edges, or their tangential upper shrouds not depicted!.
During TVFC these vanes/doors are rotatable in either direction by means of individual
or collective motor/actuators 20, and these motor/actuators and hinges are linked, by
21, 24 and 8, with engine non-rotating structures. Vanes/doors 9 are sectorially-
commanded by means such as sectorial TVFC-mechanisms 18, 19, 20, 22 and 24. 9
21

may be positioned/deployed or retracted by flexible ring rod/sleeve 19, which is

rotatable by a common sector actuator 22 and moment arm 24. This rod/sleeve
rotates inside a bearing positioned on plate 21, which, in turn, comprises links 24 with
structure 8. Structure 8 is firmly linked to fixed engine sections/parts.
Alternatively, each vane/door 9 is rotated by an individual motor/actuator 20', and each

motor/actuator 20' is individually controlled by the transport TVFC computer system.
Vanes/doors 9 can be tangentially toped by sectorial shrouds, arrested in place by
radial-top hinges not depicted!, so as to minimize vibration/stress during operative
TVFC/TR modes. The cross-section of each retractable vane/door 9 may be
aerodynamically symmetric and thin. Spring-rotatable metal skin cover 25 helps
minimizing drag in the retractable and deployed modes of operation.
Configuration 3: This structure/system is designed for turbo-prop transports, gas-

turbine operated helicopters and other jet generating systems. It is mechanically
structured according to the principles of Method 3.
Since TR in turbo-props is provided by the propeller gear mechanism, this

configuration eliminates the TR option. Moreover, since the exhaust nozzles of turbo-
prop and helicopter engines are designed with minimum pressure-drop, relatively
large diameters, the present invention provides a temporarily reduction in that effective
diameter during emergency TVFC. The laterally-fixed sub-vane/door 26 in FIG. 4
characterizes such applications. The resulting split-type vane/door 6/26 replaces the
previously used non-split type vanes/doors 6 of FIG. 2. It is intended to provide turbo-
prop transports and helicopters with TVFC-induced air-safety capabilities.
Here the TR options of configuration 1 are absent, and each of the vanes/doors
includes an additional, non-rotating upper sub-vane/door for partial flow-blocking and
the generation of jet-efflux-acceleration Fig. 4 item 26!. The lateral/tangential sub-
vane/door 26 is firmly attached to sleeve 16' of the bearing-sleeve, and the hinge of
vane/door 6 passes through the radial center of sub-vane/door 26 and is held in place
by bearing-sleeves 27. The resulting system is positioned at axially-oriented nozzle-
exits of turbo-prop and helicopter gas-turbines for effecting flow-acceleration with
simultaneous TVFC, with or without AFC.
22

Claims (18)
We claim:
1. The method of controlling motion by thrust-vectoring control means inside nozzles
of gas-turbine operated vehicles and fluid-jet operated systems, comprising the steps
of:
a. Grouping radially-oriented thrust vectoring control means of low drag shape in
sectors according to their yaw, roll, and pitch thrust-vectoring orientations with respect
to the vehicle/system;
b. Connecting each of said sectors of thrust vectoring control means with sectorially-
commanded thrust-vectoring actuators;
c. Deploying said sectors of thrust vector controlling means from their thrust vectoring
stowed position into said nozzle flow, while simultaneously rotating each said thrust
vectoring control means;
d. Positioning by said deployment each of said thrust-vectoring control means at
minimal drag orientation parallel to local flow at zero reference angle for thrust-
vectoring;
e. Vectoring thrust in said roll-yaw-pitch coordinates by sectorially-commanding
rotations of said thrust vectoring control means away from said zero reference angle;
f. Retracting said thrust vectoring control means back to said stowed position;
g. Splitting said nozzle flow by asymmetric deploying of a fraction of available
conventional thrust-reversing doors and/or said sectors of thrust vectoring control
means without rotation, until effecting a partial nozzle-flow blocking, thereby forcing
pair of said flow through openings in radially-out/upstream direction for providing
course/emergency thrust vectoring;
h. Reversing thrust by symmetric conventional deploying/sliding methods involving all
said thrust vectoring control means functioning as conventional thrust-reversing doors
without simultaneous rotation.
2. The method of controlling motion by thrust-vectoring means in post-nozzle flows of
gas-turbine operated vehicles and fluid-jet operated systems, comprising the steps of:
23

a. Grouping radially-oriented thrust vectoring control means of low-drag shape in

sectors according to their yaw, roll and pitch thrust-vectoring orientations with respect
to the vehicle system;
b. Connecting each of said sectors of the thrust vectoring control means with
sectorially-commanded thrust-vectoring actuator means;
c. Deploying all or some of said sectors of the thrust vectoring control means from an
upstream-pointing, stowed away position downstream of flow nozzles to an upstream
inclined orientation with said thrust vectoring controlling means in parallel orientation
to local axial flow direction at zero thrust vectoring reference angle;
d. Vectoring thrust in all said roll-yaw-pitch coordinates by sectorially-commanding
rotations of said thrust vectoring control means away from said zero reference angle;
e. vectoring reversing thrust by symmetric or asymmetric rotations of all or a fraction of
said thrust vectoring control means in a common said roll-generating direction until all
or only said asymmetric sectors block flow, thereby forcing all of said asymmetric
fraction of said flow through a peripheral gap between said nozzle-end and upper end
of said deployed sectors of thrust vectoring control means;
f. Retracting said sectors of thrust vectoring control means to stowed position.
3. The method of claim 2 wherein said thrust reversing control method is canceled-out
and its structure removed and the trust vectoring control mode is applied inside of or
just aft axially-oriented nozzles, comprising the steps of;
a. Adding a non-rotating, laterally-orientated sub thrust vectoring control means
thereby forming split-type thrust vectoring control means which upon said radial
deployment reduce effective nozzle-cross-sectional area to provide accelerated flow
for sufficient thrust-vectoring flight control;
b. Vectoring thrust in said roll-yaw-pitch coordinates by sectorially-commanding
rotations of said split-type thrust vectoring control means away from said zero
reference angle according to commands;
c. Retracting said split-type thrust vectoring control means back to their stowed
position.
4. The system of claim 2, wherein thrust vectoring control means and sectors are held
together by an upper tangential shroud and additional upper thrust vectoring control
means hinges.
5. The system of claim 2 wherein thrust vectoring control means are deployed or
retracted in a radial orientation without providing a thrust-reversal mode of operation.
24

6. The system of claim 2, wherein said hinges of said thrust vectoring control means
are inserted inside structural opening-frames of conventional eye-lid bucket type
thrust-reversing means and said thrust vectoring control means are curved according
to the contours of said eye-lid buckets, and the conventional retracted position of said
eye-lid buckets becomes the retractable position of the resulting curved thrust
vectoring control means.
7. The system of claim 6, wherein said thrust vectoring control means are applied to
add thrust-vectoring capabilities to other conventional-type thrust-reversing means,
and are deployed and operated when said thrust-reversing means are deployed.
8. The system of claim 2 wherein said thrust vectoring control means comprise
internally-inserted telescopic-type smaller vanes, which in said retractable position,
are stowed under the nacelle's skin structure, and said sub thrust vectoring control
means are deployed during thrust vectoring and reversing modes of operation.
9. The system of claim 2 wherein said thrust vectoring control means and louvers are
so shaped, configured and spaced as to block all flow when collectively rotated 90
degrees from the flow direction.
10. The method of controlling motion by introducing simply-shaped, semi-cylindrical,
peripheral flow-ducting skin sectors into nozzle's internal skin and onto nacelle's post-
nozzle skin, comprising the steps of:
a. Selecting yaw and pitch orientations of said skin sectors with respect to the vehicle
system;
b. Splitting said skins into radially deployable sectors according to said yaw and pitch
selection;
c. Vectoring thrust by deploying only an asymmetric fraction of said sectors from their
skin-stowed position to a radially-in nozzle position and radially-out upstream position;
d. Reversing thrust by deploying all said post-nozzle sectors from their skin stowed
position into a common radially-out upstream orientation;
e. Retracting all said sectors to form a smooth nozzle skin and smooth nacelle skin;
f. Maintaining coarse thrust-vectoring control by asymmetrically deploying into said
flow one or more post-nozzle sectors of eye-lid paddle type thrust vector means at
controlled angles;
g. Symmetrically deploying all said sectors of eye-lids paddles to force flow through
external peripheral openings in a radially-out upstream direction for providing thrust
reversing.
25

11. The system of claim 10 wherein said thrust vectoring control means are contoured
as doors and are synchronized to open and close with control commands.
12. A retractable roll-yaw-pitch thrust-vectoring and thrust-reversing engine-nozzle-
nacelle system for use in transport jets, comprising:
a. Retractable thrust-vectoring control means whereby each of said thrust vectoring
control means is deployed from a stowed position inside said nozzle structure into
engine nozzle axial flow as it also rotates around it longitudinal symmetry-line, and
said rotations move said thrust vectoring control means to a radial thrust-vectoring
position, whereby each of said thrust vectoring control means are oriented parallel to
local axial nozzle flow direction at zero reference angle for thrust vectoring;
b. Said thrust vectoring control means are each radially hinged at its upper edge
center, and said hinge is firmly attached to a moment arm, and said hinge rotates
inside a bearing-sleeve, and the sleeve of said bearing-sleeve is firmly attached to two
lateral hinges, and said lateral hinges are each inserted and locked inside an axially-
oriented sliding rail, and said rail is firmly attached inside said nozzle structure, and
said sleeve is also pivoted to a push and pull axial actuator, and a radial bulge hinge
attached to low-edge-center of each of said thrust vectoring control means is
positioned inside an arresting, axial grove in the inner nacelle/nozzle skin structure,
and said bulge hinge is pivoted and linked by a rod to said skin structure, and said
moment arm is, by flexible sectorial pivoted-rod, attached to thrust-vectoring control
actuators, and said thrust vectoring control means are collectively deployed as annular
sectors, and from said reference angle, each of said thrust vectoring control means is
rotatable up to 90 degrees into either direction to deflect and/or block part or the entire
engine flow in roll, pitch, yaw, or forward or reversed-axial body coordinates of said
engine and nacelle, and said retractable position is used during cruise flight, and said
deployed vectoring position during thrust-vectoring and reversing, such as during
landing, or for catastrophic failure prevention;
c. Said thrust vectoring control means are retractable back to said stowed position;
d. Said thrust vectoring control means are deployed into nozzle and nacelle flow
without said thrust-vectoring rotation during transfer to conventional thrust-reversing
operation;
e. Said thrust vectoring control means are retracted back to stowed position without
said thrust-vectoring rotation during transfer to conventional aerodynamic flight control.
26

13. The system of claim 12, wherein said thrust vectoring control means each includes
and additional, laterally-oriented, non-rotating upper sub-thrust vectoring control
means for a partial flow-blocking and jet-efflux-acceleration, and said sub- is firmly
attached to the sleeve of said bearing sleeve, and said hinge of each of said thrust-
vectoring control means rotates inside said sub- thrust vectoring control means and
the resulting system is positioned inside tail-pipe exits of turbo-prop and helicopter
engines for effecting emergency or normal thrust-vectoring flight control.
14. The system of claim 12 wherein said upper hinges of said thrust vector control
means are replaced by low-end hinges, and said thrust vectoring control means are
deployed at some distance downstream of nozzle and nacelle exit, and said thrust
vectoring control means are retractable into a stowed-away space under the inner
metal skin of the nacelle, and at said deployed position, said thrust vectoring, control
means are inclined in the upstream direction to allow thrust-reversing upon rotation of
all said vectoring doors, which collectively, form a flow blocking object, and said
blocked flows are thereby forced upstream and radially out, and said flows thereby
pass through the gap between engine nozzle nacelle exit end and end of said thrust
vectoring control means upper edges, and said thrust vectoring control means are
also rotatable into either direction by means of individual or collective actuator means
and said actuator means are linked in their static parts, with engine's non rotating
structures, and said thrust vectoring control means are collectively controlled in
annular sectors and said sectors are deployed by a deploying rod-ring-sleeve-
actuator, and said rod-ring-sleeve rotates inside a fixed plate flange and said plate
flange is firmly attached to non-rotating engine structures, and the cross section of
each of said is aerodynamically symmetric and thin.
15. The system of claim 12, wherein said thrust vectoring control means are each
rotatable by an individual actuating means whose static structure is firmly attached to
the outer sleeve of said bearing sleeve.
16. The system of claim 12 wherein additional peripheral louvers are laterally hinged
inside covered conventional thrust-reversing grid structure, and are radially deployed
simultaneously with said thrust vectoring control means when conventional nacelle's
aft structures are axially sliding downstream to expose the conventional grid structure,
and said peripheral louvers vector all or part of jets directly downward, upward or
sideways.
27

17. The system of claim 12 adjusted to fit and operate inside a two-dimensional
engine exhaust nozzle.
18. The system of claim 12 comprising actuators serving to rotate said thrust vectoring
control means and louvers in synchronized motions with other conventional control
means of the same vehicle.
Patent Citations (11)

Publication number Priority date Publication date Assignee Title
US2950595A *1954-11-011960-08-30Marquardt Corp Thrust reverser

US3113428A *1957-03-131963-12-10Rolls Royce Silenced jet propulsion nozzle with
thrust reversing means
US3344604A *1965-12-141967-10-03Gen Dynamics Corp Apparatus for selectively
reversing the thrust of front fan jet engines
US3515361A *1966-09-121970-06-02Albert W Blackburn Control of aircraft by
deflection of propulsion gases
US3618323A *1968-09-141971-11-09Rolls Royce Combined fan turbine flow control
and thrust reversing means
US3685737A *1970-09-111972-08-22Rohr Corp Thrust controlling apparatus
US3743184A *1972-07-071973-07-03Us Navy Cylindrical throat nozzle with movable
sonic blades for obtaining dual area throat and thrust vector control
US4356973A *1980-07-071982-11-02Rohr Industries, Inc. Thrust reverser geared
linkage
US4667899A *1984-11-281987-05-26General Dynamics, Pomona Division Double
swing wing self-erecting missile wing structure
US4838502A *1988-03-161989-06-13The Boeing Company Resiliently deployable
fairing for sealing an airframe cavity
US5511745A *1994-12-301996-04-30Thiokol Corporation Vectorable nozzle having
jet vanes
Family To Family Citations
* Cited by examiner, † Cited by third party
28

Cited By (17)
Publication number Priority date Publication date Assignee Title
US6259976B11999-09-252001-07-10Jerome H. LemelsonFuzzy logic based

emergency flight control with thrust vectoring
US20060169508A1 *2005-01-182006-08-03Trojahn Charles JAir cushion vehicle and
game
WO2008045091A12006-10-122008-04-17United Technologies CorporationGas
turbine engine fan variable area nozzle with swivalable insert system
WO2008045067A12006-10-122008-04-17United Technologies Corporation
Translating core cowl having aerodynamic flap sections
WO2008045089A12006-10-122008-04-17United Technologies CorporationCore cowl
airfoil for a gas turbine engine
WO2008045065A12006-10-122008-04-17United Technologies Corporation
Controlling ice buildup on aircraft engine and nacelle static and rotating components
WO2008108847A1 *2007-03-052008-09-12United Technologies CorporationFan
variable area nozzle for a gas turbine engine fan nacelle with drive ring actuation
system
US20100000220A1 *2006-10-122010-01-07Zaffir ChaudhryFan variable area nozzle
with electromechanical actuator
US20100005778A1 *2006-10-122010-01-14Zaffir ChaudhryFan variable area nozzle
with cable actuator system
US20100269485A1 *2006-10-122010-10-28Jain Ashok KIntegrated variable area
nozzle and thrust reversing mechanism
US20110121128A1 *2009-11-232011-05-26Balkus Jr Carl EHelicopter Auxilary Anti-
Torque System
US20130170950A1 *2007-06-282013-07-04United Technologies Corporation Variable
shape inlet section for a nacelle assembly of a gas turbine engine
US20150226156A1 *2013-08-052015-08-13United Technologies Corporation Non-
Axisymmetric Fixed or Variable Fan Nozzle for Boundary Layer Ingestion Propulsion
29

US20170030296A1 *2015-07-282017-02-02Rohr, Inc.Thrust reverser providing

increased blocker door leakage
US9574519B2 *2013-08-232017-02-21Rohr, Inc.Multi surface blocker door system
and apparatus
US9670877B22013-07-152017-06-06United Technologies CorporationLink arm drag
reducing device
EP2562082A3 *2011-08-222017-11-22Rolls-Royce plcAn aircraft propulsion system
and a method of controlling the same
Family To Family Citations
* Cited by examiner, † Cited by third party, ‡ Family to family citation
Similar Documents
Publication, Publication Date Title
US3592412A1971-07-13Convertible aircraft
US3779010A1973-12-18Combined thrust reversing and throat varying mechanism for
a gas turbine engine
EP1438494B12017-01-04Confluent variable exhaust nozzle
RU2218290C22003-12-10System for conversion of self-supported horizontal flight and
horizontal takeoff aircraft into hybrid combination self-supported horizontal flight
aircraft at vertical takeoff
US6340135B12002-01-22Translating independently mounted air inlet system for
aircraft turbofan jet engine
CA2517563C2012-02-21Rotary adjustable exhaust nozzle
EP1206384B12007-01-24Supersonic external-compression diffuser and method for
designing same
US5115996A1992-05-26Vtol aircraft
EP0630807A11994-12-28Supersonic aircraft and method
US5806302A1998-09-15Variable fan exhaust area nozzle for aircraft gas turbine
engine with thrust reverser
US4171183A1979-10-16Multi-bladed, high speed prop-fan
CA1037933A1978-09-05Vertical takeoff and landing aircraft
30

US5529263A1996-06-25Supersonic airplane with subsonic boost engine means and

method of operating the same
EP2364401B12017-07-19Radially translating fan nozzle nacelle
US8661781B22014-03-04Counter rotating fan design and variable blade row spacing
optimization for low environmental impact
US8869507B22014-10-28Translatable cascade thrust reverser
US7162859B22007-01-16Variable cycle propulsion system with gas tapping for a
supersonic airplane, and a method of operation
EP1470328B12007-03-28Turbofan exhaust nozzle and method of reducing noise in
such a nozzle
US4050242A1977-09-27Multiple bypass-duct turbofan with annular flow plug nozzle
and method of operating same
US20030098388A12003-05-29Circular vertical take off & landing aircraft
US8127532B22012-03-06Pivoting fan nozzle nacelle
JP2815206B21998-10-27Gas turbine jet engine
US5351911A1994-10-04Vertical takeoff and landing (VTOL) flying disc
JP2004526619A2004-09-02High-speed aircraft of integrated and / or module system
US6938408B22005-09-06Thrust vectoring and variable exhaust area for jet engine
nozzle.
____________
NEW EXTRA RIGHTS and CLASS ACTION are SUPPORTED

BY FACTS and MERITS DEFINED IN
AT LEAST 3 LAWSUITS AT NORTHERN IL U.S. COURT, E.G. BY
TWO COURT ACTIONS AGAINST BOEING:
(a) Case 1:19-cv-03289 40-page Complaint
Judge Charles P. Kocoras
Magistrate Judge M. David Weisman
31

(b) Intervention-by-Right in 40+ cases against Boeing Consolidated Actions

Boeing-737-Max-8-Crashes
Judge Thomas M. Durkin
Only Case (b) "Amended Intervention-by-Right"- copy is attached next.
NEW EXTRA RIGHTS and CLASS ACTION are SUPPORTED

BY FACTS and MERITS DEFINED IN AT LEAST 3 LAWSUITS AT NORTHERN IL U.S.
COURT, E.G. BY
U.S. DISTRICT COURT FOR THE NORTHERN DISTRICT

OF ILLINOIS
BENJAMIN GAL-OR, §
Applicants-Plaintiffs § Judge Thomas M. Durkin,
v. intervention-by-right in consolidated
Boeing-737-Max-8 Cases, e.g. 18-cv-07686;
19-cv-02394; ...1924; ... 2597; ...
THE BOEING COMPANY
§
Defendant §
§
§ JURY DEMAND
AMENDED "Intervention-By-Right"
Reasons 737-MAX-8-Plaintiffs Should be Jury-Awarded Additional Relief
1. Pursuant to FRCP Rule 24(a), 26, U.S.C. 28A, this Intervention-by-Right is
based on:
2. Federal statute explicitly conferring on these applicants unconditional right to
intervene,
3. Applicant-plaintiff's claims-of-interest relate to property or transaction of 737-
MAX-8-Cases-Plaintiffs that should be Jury-Awarded additional relief for the following reasons:
32

4. KNOWINGLY, and protected by its criminal retaliations, Boeing designs, produces and delivers stall-
(image-above)-sensitive, dangerous, sometimes-deadly, Aeronautics-Only-Obsolete-Flight-control
(AOOF), as the AOOF-causing the B-737-Max-8-Catastrophes, rather than the well proven U.S.-F-22-
Safety-Inspired-Standard [E.g., defined by U.S. Patent 5,782,431] and enthusiastically praised-funded by
FAA-20-Pilots, later Aerospace America, Aviation Week & International Aviation Conferences in China,
Russia, Germany.
5. Without changing engines or airframes, the F-22-Raptor-inspired-safety-revolution easily upgrades all
(MANDATORY) air transports THRUST-REVERSERS to easily recover from ANY
6. Stall situation in takeoff, in flight, or in landing under strong side-winds, or during recovering from most
pilot-errors, AND from ANY
7. Failure of all airframe hydraulics [jet-engines operate their own], AND from ANY
8. Failure of obsolete flight-control that causes, e.g., BOEING-737-Max-8-Catastrophes.
9. WORLD IMPACT was expected to positively affect all air passengers and airlines.
10. GLOBAL INDUSTRIAL BENEFITS were expected by marketing add-on-safety-kits
manufactured in the U.S. by thrust-reversing, jet-engines-nacelles companies:
www.zauba.com/importanalysis-thrust+reverser-report.html www.zauba.com/USA-import-data-analysis-
thrust+reverser/weight-501-1500/unit-PCS-report.html].
11. But this SUPERIOR-FLIGHT-SAFETY-STANDARD WAS REFUSED BY BOEING.
12. SAFE-TO-FLY-IN-(moderate)-STALL STANDARD, [''STOFIS"] requires add-on, low-cost, simple-
designed-kits installed-in and integrated-with any and all Thrust-Reversers, which are mandatory on all
extant and future air transports.
13. Under civil and criminal law, including prosecution under 18 U.S.C. §§ 1831-1839, charges below against
33

Boeing are presented for KNOWINGLY, that its non-stop-denial of F-22-inspired-standard, would cause more
to die in stall-induced crashes.
14. Furthermore, by DENYING the highest-feasible, F-22-inspired, re-certification-standard defined by US
PATENT 5,782,431 and FAA-funded ACD-210, X88/0/6FA/921000/4104/T1706-STOFIS-project,
Boeing liability is clearly determined.
15. Contended Conclusion: For the aforementioned reasons, the Court and JURY should award additional
Relief to: (i) Consolidated-Boeing-737-Max-8-plaintiffs, (ii) Stand-Alone-737-Max-8-plaintiffs, (iii)
Cases-Plaintiffs charging FAA-for criminally yielding to Boeing dictates, or for conspiring with Boeing's
reported "poisoned, diseased philosophy".
16: In short: Cited FAA-REPORT, patent and minimal exhibits presented herein, provide the Court and Jury
with verifiable engineering-evidence-proof of original, cause-of-action of B-737-Max-8-criminally-
induced-catastrophes, and beyond, by-prayed-revived-revolution.
17. RELEVANT, COURT-ADMISSIBLE-INFORMATION on: (i) Union-of-pilots accusing Boeing of
"poisoned, diseased philosophy" and designing "irrecoverable" air-passengers transports,
[www.businessinsider.com/2nd-boeing-737-max-crash-preventable-listening-pilots-union-says, (ii) 70-
Court-Documented-Boeing-Misconducts cited below, (iii) $1.5 billion civil and criminal Boeing-paid-
penalties, (cited below), that, combined, with the aforementioned verifiable facts, lead to a contended,
much further beyond conclusion:
18. Neither large-penalties, nor punishing individuals, can stop, change or repair reported Boeing's "Poisoned-
Diseased-Philosophy" and its dictum: WE-ARE-SAFETY. PERIOD, as imposed on pilots, air passengers,
airlines and GOV-Agencies.
19. This dictum-"culture"-practice'' is tantamount to Deep-Rooted-Aviation Corruption, that
only leads to growing trust-loss in whatever Boeing argues, predicts, states and signs under its fast-
diminishing global reputation -- compelling federal issues, questions and reasons whose
expected-outcome-verdicts would affect not only the future flight safety of all in the United States, but in
all interconnected-nations,
Back to this intervention by right, a need arises for multi-national-panels and investigations of
GOLIAT-Boeing's past-to-present contracts, billing-to-and-pays-by-Government, the legality-of-Boeing's-
Hired-Congress-Government-Lobbying-Armies, the ulterior drives of Boeing's countless misconducts cited
below and of its president invitation shown next.
34

35

36

20. Known v. Unknown Reasons Behind Boeing President's Invitation: KNOWN: Declined profits from
classified cruise missile program that was reportedly terminated for not being stealthy enough, or agile
enough, and its Advanced Tactical Fighter (ATF) proposal to THE UNITED STATES AIR FORCE, was
denied or rejected for not featuring required Stealth and Super Agility, or "supermaneuverability".
Boeing: Criminal Court Convictions
21. additional in Federal Contractor Misconduct Database
Date Instance Penalty
Total $1,459,435,145
5/15/2006 Illegal Hiring of Government Officials and Improper $615,000,000
Use of Proprietary Information, Boeing Company
3/28/2019 737 Max 8 Crashes Civil Litigation; Boeing Company; Pending
4/9/2019 737 Max 8 Crashes Shareholder Litigation; Boeing Company; Pending
2018-2019 1:18-cv-07686; 1:19-cv-01924; ... 02394, ... 2597; etc. Pending
9/29/2004 Delivering Military Aircraft Containing Russian Titanium $7,400,000
(Berry Amendment Violation); Boeing Company;
9/29/1998 Defense Services to Russia and Elsewhere (Arms Export $10,000,000
Control Act Violation); Boeing Company
9/21/2001 Werbowsky, et al. v. Boeing et al. (Securities Class Action) $92,500,000
Boeing Company
9/2/2008 Inflating the Price of B-1 Bomber Towed Decoy System $4,000,000
Boeing Company
9/1/1997 777 Aircraft Program (Unallowed Costs); Boeing Company $6,000,000
8/3/2000 Roby v. Boeing (Defective Chinook Helicopters); Boeing $54,000,000
Company
8/2/2000 Aircraft Quality Control Problems; Boeing Company $1,241,000
8/13/2009 Defective Work and Overbilling on KC-10; Boeing Company $25,000,000
8/13/1998 Defective Pricing; Boeing Company $1,850,000
8/11/2009 Quintana v. Boeing (KC-135 Overbilling); Boeing Company $2,000,000
7/31/2014 Failure to Negotiate in Good Faith With SPEEA; Boeing Com $0
7/29/2013 Redd et al. v. Goodrich Corporation et al. (Product Liability) Pending
Boeing Company, Rolls-Royce PLC
7/28/2010 December 2008 Hornet Jet Crash; Boeing Company Pending
7/17/2009 Bogota, Colombia Forced Landing Lawsuit; Boeing Company Pending
7/16/2007 KC-135 and RC-135 Overbilling; Boeing Company $1,093,236
6/7/2012 Allison v. Boeing, et al. (Airplane Crash) Pending
Boeing Company, United Technologies Corporation
6/30/2008 Exceeding Limits on Purchases From Foreign Suppliers; Boeing $ $3,000,000
6/3/2011 SolidFX v. Jeppesen Sanderson (Breach of Contract, Fraud); $$43,718,205
37

Date Instance Penalty
Boeing Company
6/27/2011 Improperly Installed Oxygen Systems on B-777 Airliners; $1,050,000
Boeing Company
5/3/2011 Contract Pricing Problems at Corpus Christi Army Depot; Boeing C $1,600,000
Company
5/16/2003 Defective Apache Helicopter Fuzz Busters $3,325,000
July 2013 Asiana Airlines Crash; Boeing Company Pending
4/4/2003 Uncertified Welders (False Claims Act); Boeing Company $492,164
3/4/2003 Arms Export Control Act Violation (Transfer of Rocket Data to China); $6,000,000
Boeing Company
3/30/2001 Wedgetail Project (Arms Export Control Act Violation); Boeing Company $4,200,000
3/28/2006 Arms Export Control Act Violation (QRS-11 Gyrochip); Boeing Co $$$$$$15,000,000
2/22/2016 Bisht, et al. v. Boeing (Investor Class-Action Lawsuit); Boeing Company Pending
2/18/2005 United States v. Michael M. Sears (Boeing CFO); Boeing Company $250,000
12/10/2012 Time Card Fraud at Integrated Defense Systems Facility; Boeing Company $400,066
11/19/1997 Oberman v. McDonnell Douglas (C-17 overcharge); Boeing Company $2,000,000
11/14/2001 Machine Tools Export Violation (China); Boeing Company $2,120,000
11/1/2012 Violation of SPEEA Collective Bargaining Agreements; Boeing Company$$47,000,000
10/7/2011 Alabama Aircraft Industries v. Boeing (Stealing Proprietary Information) Pending
Boeing Company
10/21/2008 ICO Global Telecommunications v. Boeing (Breach of Contract); Boeing $10,000,000
Company
10/16/2013 October 2010 American Airlines Flight 1640 Emergency Landing; Boeing $2,271,652
Company
10/14/2015 U.S. ex rel. Webb v. Boeing (Improper Labor Charges); Boeing Company $18,115,000
10/10/2014 U.S. ex rel. Craddock v. Boeing (Improper Labor Charges); Boeing Company $23,000,000
10/1/2014 Intelligence Contract Time and Attendance Fraud; Boeing Company $24,024
1/23/2014 Cancellation of A-12 Program; Boeing Co, General Dynamics $200,000,00
1/20/2012 Improper Billing on the Chinook Helicopter Program; Boeing Company $4,392,780
1/15/2010 Bond v. Boeing (Whistleblower Retaliation); Boeing Company Pending
•
22. "Boeing to Pay U.S. Record $615 Million to Resolve Fraud Allegations"
23. 06-412, FOR IMMEDIATE RELEASE, FRIDAY, JUNE 30, 2006,
WWW.USDOJ.GOV
https://www.justice.gov/archive/opa/pr/2006/June/06_civ_412.html
24. "The United States reached final agreement with The Boeing Company on a record $615
million settlement. The $615 million settlement includes a $565 million civil settlement and a $50 million
monetary penalty according to a separate criminal agreement. In documents filed with the criminal
court, Druyun admitted that Boeing’s favors in hiring her children and in offering her a position influenced her
contracting decisions. Boeing’s low pricing leading the Air Force to favor Boeing in awarding it 19 of the
original 28 launch services contracts awarded in October 1998. Prior to this award, Boeing obtained more than
38

22,000 pages of documents from Lockheed Martin, certain of which contained confidential competition-
sensitive or other proprietary information that related to Lockheed’s EELV program and that some of this
information was used to unfairly assist Boeing in the EELV competition. Boeing’s conduct resulted in a record
20-month suspension of three of its business units from government contracting.
25. AMENDED "Intervention-By-Right"
26. Reasons 737-MAX-8-Plaintiffs Should be Jury-Awarded Additional Relief
27 CLAIMS and PRAYERS FOR JURY-RELIEF

28. Wherefore, for the aforementioned reasons, this Amended "Intervention-By-Right" is submitted herein
as Stand-Alone-Group-of-5-Claims prayed to be awarded according to:
29. CLAIM I: Charging Defendant, The Boeing Company, to compensate (i) Consolidated-Boeing-737-
Max-8-Cases-Plaintiffs, (ii) Stand-Alone Boeing-737-Max-8-Cases-Plaintiffs, (iii) Plaintiffs charging FAA
for (a) criminally yielding to Boeing's aforementioned criminal acts and "poisoned" dictates, (b)
knowingly, FAA conspiring with Boeing's reported "poisoned, diseased philosophy", [as partly mirrored
by relevant-70-Boeing-Misconducts, (§§ 21 to 24)], (c) For accumulated reasons defined and identified by
§§ 4 to 19, [but not limited by], (d) For built deadly designs into all Boeing AOOF-Flight control rather
than under FAA-F-22-INSPIRED-SAFETY-STANDARD DEFINED BY U.S. PATENT5,782,431 as
defined above and presented herein before the Court and JURY, who should award these three-groups
Plaintiffs with additional relief.
39

30. CLAIM II: Charged herein against Boeing Company to compensate Applicant-Plaintiff Prof.-Dr.
Benjamin Gal-OR, ("BG"), [and through BG, the additional three Applicant-Plaintiffs], for
31. (A) KNOWINGLY, and protected by its criminal retaliations, Boeing designs, produces and delivers stall-
sensitive, dangerous, often-deadly, Aeronautics-Only-Obsolete-Flight-control (AOOF), as the AOOF-
causing the B-737-Max-8-Catastrophes, rather than the well proven U.S.-F-22-Safety-Inspired-Standard
[E.g., defined by U.S. Patent 5,782,431] and enthusiastically praised by FAA-20-Pilots, Aerospace
America, Aviation Week and International Aviation Conferences in China, Russia and Germany.
32. (B) Aforementioned Boeing's criminal retaliations caused, induced and inflicted, inside the United States
Territories, irreversible, unequivocal loss of net $3.1 million income per year during 24 years since 1995,
(plus due legal, Court-approved, accumulated commercial interest), especially for causing loss of
upgrading, extant, mandatory-TR-market supported by F-22-Modified-STOFIS-STANDARD, published
and protected by US PATENT 5,782,431, which Boeing has been-criminally forcing FAA not to be
imposed on it, first by FAA-funding-termination of BOEING-STOFIS-727 flight testing ACD-210,
X88/0/6FA/921000/4104/T1706-project, just before proceeding to 2nd-year-funding of flight-testing
STOFIS-B-737, STOFIS-B-747, STOFIS-MD-10, etc., AND for
33. (C) Effecting Frauds-on-Federal-Courts, such as there is no patent, no alleged damage, no alleged loss, no
alleged-contract-breach with an unsolicited, non-American, coming here to charge Boeing with baseless,
frivolous, bad-faith-allegations.
34. These, together, are charged against Boeing, plus the next:
34. CLAIM III: Incorporating herein Claim-II vis-à-vis Boeing's additional caused and inflicted average
annual $3.1 million net income lost from EXPORT during 1995-2019, namely $3.1 million times 24, as in
Claim II (plus due legal, Court-approved accumulated commercial interest), specifically charged for
40

35. (D) Boeing's caused LARGE-GLOBAL-MARKET-EXPORT-LOSS of U.S. MANUFACTURING of
FAA-APPROVED flight-safety-kits, AND EXPORT OF U.S. certification of MANDATORY THRUST-
REVERSERS IN POTENTIAL GLOBAL TR-MARKETS that had been intentionally destroyed by Boeing:
-- https://www.zauba.com/importanalysis-thrust+reverser-report.html and https://www.zauba.com/USA-
import-data-analysis-thrust+reverser/weight-501-1500/unit-PCS-report.html
36. CLAIM IV: Charging Boeing for unspecified amount for health-induced or caused damages, inter alia
for life-quality-reduction with expected-life-longevity-reduction, accelerated by Boeing's non-stop,
criminal retaliations AND its other, aforementioned actions, allegedly giving rise to (a) aggressive, Grade-
D Colon Cancer [which had not been in the family before], (b) 1998-HADASA-HOSPITAL-Jerusalem-
operation, (c) 21-years treatments in hospitals, doctors-clinics, care-providers, medicines, transportation to
Israel, EU, U.S., Philippines, (d) TEMPORARY STROKE diagnosed in Florida, U.S. post litigation
against Boeing, that led to heart-stent-operation in St LUKE'S HOSPITAL, MANILA, in 2008.
37. CLAIM V: Charging Boeing for non-stop retaliations AND for its other aforementioned actions that
adversely affect and reduce creation-time-ability to upgrade two revolutions:
38. New Astrophysical Thermodynamics based on Einsteinian-Gravitational-General-Relativistic-Dynamics,
and JETONAUTICS-STEALTH-REVOLUTION, civil and military.
41

APPENDIX A

39. Court Leave pleaded herein to SUBMIT supplements to this Amended Intervention-by-Right, e.g.,
Public-Notary-Certified Additional Exhibits, Records, Reports, References, Names, phone numbers, dates,
known last locations, relevant Monetary Accounts, e.g.:
a. All original, 7 PIA-filed pages, and references cited
b. 4 original and 4 translation pages of A78402, 80532,106145,106165.
c. Source of unclassified PIA-IMPORT BECOMING U.S. Patent 5,782,431.
d. Classified Israeli Committee vs. PIA-A78402-BASED EXPORT TO BOEING.
e. 8-YEARS LITIGATION IN ISRAEL v. PRIME MINISTER BELATED ORDER
f. THE 1994 RELIEF PROVIDED BY THE SUPREME COURT OF ISRAEL.
g. FIRST THEFT ATTEMPT OF PIA-78402-BASED-IP on AIR-COMBAT DESIGNS.
h. FIRST CRIMINAL RETALIATION AGAINST BG AT USAF-WPAFB DEFUSED.
i. CRIMINAL ACTIONS OF USAF-WPAFB-FLIGHT-DYNAMICS EMPLOYEE.
j. X-36-DEFRAUDING AMERICAN TAXPAYERS, GAO, CONGRESS, USG, BG.
k. RECORDS EXCERPTS of FRAUDS-ON-FEDERAL-COURTS.
l. WHISTLEBLOWER BG ON DOTAN/GE-FRAUDS-$69.5 million pay back to USG.
m. Cobra-SACOM, 1982-1987 lab-ground tests, early first flights, [3 Videos].
n. Photos, drawing and diagrams of Shirley Tark Jet Engines Laboratory, JEL, TIIT.
o. Photos-data of Tailless, Stealth early WIND TUNNELING TESTED MODELS.
p. How A78402 inventions are full-scale evaluated by the JEL laboratory.
q. How SACOM are calibrated for first in history stealth-JES flight-tests.
r. Post-stall instrumentation for PROTOTYPES to be flight tested, [Video]
s. Two-computers/VIDEO-instrumentation-calibration-recording methods.
t. Mathematical formulations of flight-tested civil and military full-scale prototypes.
42

u. Report/video: 1987-invited-visit-tvideo-
43

44

U.S. AIR FORCE & NATO DEFINITIONS

U.S., UK, GERMANY, JAPAN
"Benjamin Gal-Or & Wolfgang Herbst have influenced the direction of fighter
aircraft design."
“Many of Gal-Or's ideas, and those of Herbst, are now being tested and flown
operationally",
"Their technology will offer new challenges."
"Solving the inevitable human points problems that will emerge, involve
questioning established doctrine and reaching for innovative and imaginative
solution."
https://www.sto.nato.int/publications/.../RTO-TR-015/TR-015-$$ALL.pdf;
__________
45

46

Respectfully signed and submitted on ....... 3rd and 12 ...... of JUNE 2019, by Corresponding Applicant-
Plaintiff: Prof.-Dr. Benjamin Gal-Or, residing with his family at same address and same email.
CERTIFICATE OF SERVICE
THIS AMENDED INTERVENTION-BY-RIGHT REPLACES THE FIRST,

MAY-30-2019 DELIVERED AND SIGNED FOR BY
PETER W (LBC TRACKING No. 191392385078].
Following reading and understanding of the various notes and instructions posted by
HON JUDGE Thomas M. Durkin, we, the undersigned,
by LBC special delivery, air-express,
AMENDED "Intervention-By-Right"
FAA-Report and Patent prove "irrecoverable" safe flight means of all Boeing'
transports
to the HON JUDGE Thomas M. Durkin, at Chambers 1446, U.S. COURTHOUSE,
219 South Dearborn Street, Chicago, IL, 60604, USA, Tel 312 435 5840 or ...
6870 and on 06/12/2019 with Court Filed Summons
via LBC Express Tacking Numbers 191392385098 1913-9238-5116
Respectfully signed and submitted on .......3rd and 12..... of JUNE 2019
47

Boeing Top Worldwide Future Market? How?

Uploaded by

Document Information

Original Description:

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Boeing Top Worldwide Future Market? How?

Uploaded by

Copyright:

Available Formats

Boeing

BOEING TOP WORLDWIDE

Under Physics of Rotations, 'JETONAUTICS',

SUMMARY: 'JETONAUTICS', is based on JET ENGINES STEERING,

In contrast, JES air-safety capability is provided by integrating roll-yaw-

'Vectored Propulsion, Supermaneuverability and Robot Aircraft', by

In 2020 JES is still mostly a classified master of advanced flight control

(1) U.S. stealth, super-agile, stall-free, canard-less F-22 Raptor,

(2) Russian super-agile stall-free fighter aircraft up to Su-57,

(3) Since late 2018, China's J-10B.

Jetonautics has been funded & flight tested by USAF, Lockheed,

Fundamentally jetonautics is based on ROTATION-PHYSICS FLIGHT

In projected 6th-generation future civil aviation domains, jetonautics is

The U.S. PATENT reproduced below is based on JES designs of

USP 5782431 IS NOW FREE TO USE BY ALL

Application US 08/516,870 events

First worldwide family litigation filed

Application status is Expired - Fee Related

Priority and Related Applications

1. Field of the Invention

Many air catastrophes are caused by the limited capability of conventional

2. Object of the Invention

In its deployed TVFC mode of operation, it is intended for catastrophic failure

Similar, but more integrated and effective TVFC/TR/AFC modes of emergency

In applying one of the preferred TVFC/TR/AFC system configurations of the invention

Prior art related mainly to military uses of two-dimensional, thrust-vectoring-nozzles is

The present invention is partially related to the roll-yaw-pitch TVFC methodologies of

The 1986/80532 invention is based on two-dimensional external-flap-type, split-type

2--Gal-Or, B., "Vectored Propulsion, Supermaneuverability avid Robot Aircraft",

4--Gal-Or, B., "Multiaxis Thrust Vectoring Flight Control Vs Catastrophic Failure

SUMMARY OF THE INVENTION

In its deployed TVFC mode of operation, it is intended for catastrophic failure

Air-safety capability is provided by integrating roll-yaw-pitch engine-nozzle-nacelle

A BRIEF DESCRIPTION OF THE DRAWINGS

Cross-view A--A is depicted in more details in FIG. 2.

These items are replaceable by other types of conventional actuators/mechanisms

FIG. 2 depicts a vane/door system, as related to cross-view A--A in FIG. 1. A similar

These items are replaceable by other types of conventional actuators/mechanisms

The aforementioned rods/hinges/bearing-sleeves and actuators are replaceable by

FIG. 4 depicts a Configuration-3 type system. Each vane/door includes a non-rotating

This mechanism is replaceable by other types of conventional actuators/mechanisms

DETAILED DESCRIPTION OF THE INVENTION

This control method relates to retracting/deploying thrust-vectoring/reversing

Grouping vanes/doors of thrust-vectoring/reversing type in sectors according to their

Connecting and linking/pivoting each of these vanes/doors/sectors with sectorially-

Deploying these vanes/doors/sectors from their thrust-vectoring/reversing stowed

Positioning by this deployment/rotation each of said vanes/doors at minimal drag

Vectoring thrust in the aforementioned roll-yaw-pitch coordinates by sectorially-

Retracting/rotating said vanes/doors back to said stowed position.

Reversing thrust by symmetric conventional deploying/sliding methods involving all

This method relates to post-nozzle TVFC/TR. It allows total rejection/removal of all

That deployment is conducted collectively in annular TVFC/TR sectors, each

Rotating all or only an asymmetric fraction of the vanes/doors in a common direction

Here the TVFC mode of control is applied to axially-oriented gas-turbine nozzles of

Adding a non-rotating, laterally-oriented, sub-vane/door to each of said vanes/doors

This asymmetric/symmetric, TVFC/TR method introduces low-weight, low-cost,

Upon symmetric deploying of all, say, four skin-sectors a radially-out/upstream

This method comprises the following mixed/optional stages:

Selecting yaw and pitch thrust-vectoring retracting/deploying orientation for the

Configuration 1: This system/structure is specifically designed according to Method 1

The available conventional TR-doors are to be re-hinged, re-supported, re-locked and

Configuration 1 is mainly based on items 6, 6', 7 and 10 to 17 depicted in FIG. 2. Each

This hinge/bearing-sleeve/rail system provides simultaneous deployment and rotation