End airfoils with recesses and appropriate systems and methods

FIELD: transport.

SUBSTANCE: invention relates to end airfoils including surfaces with recesses and to method of rag reduction. Aircraft system comprises wing and end airfoil (winglet, end plates, Whitcomb endplate) connected with wing end outer section. End airfoil has first surface facing fuselage side and second surface directed outward. First surface comprises area with recess. Note here that the wing includes airfoil sections located from wing inner area to outer area. End airfoil is used with the wing that features no changes on common shapes of airfoil sections located nearby wing outer area.

EFFECT: decreased influence of interferences caused by flows at wing-end airfoil transition, reduced drag.

13 cl, 13 dwg

 

The technical field

The present invention relates mainly to limit the wings (winglets)containing surface with a recess, and related systems and methods.

Prior art

The idea of using the limit winglets to reduce induced drag of the wings of aircraft in the 1970-ies studied Richard Whitcomb of NASA, and others. Since then patented a large number of variants of this idea (see, for example, U.S. patent US 4,205,810 (Ishimitsu) or U.S. patent US 5,275,358 (Goldhammer et al.)). In addition, currently used by a large number of variants of the device ends. Such devices include a horizontal extension of the scope and tail swept the extension of the scope, which sloped up or down at different angles. These devices can be added to the new wing at the initial phase of developing an entirely new aircraft, or they can be added to an existing wing as modernization or during the development of modifications to the basic model.

Induced drag of a wing, or a combination of wing/end of the wing can be calculated with reasonable accuracy using the classical "theory of plane Trepca." According to this theory, the inductive resistance of the wing of an aircraft depends on the contour of the rear edge of the wing "the raising of the Noah system" (i.e., wing plus end device), when viewed directly from the front or the rear of the wing, and the distribution of load along the span." The load distribution along the span is the distribution of aerodynamic loads perpendicular to the contour of the rear edge of the wing. Specialists in aerodynamics often mention that the distribution of aerodynamic loads as "lifting force", even though the load is not vertical when the contour of the rear edge of the wing is deflected from the horizontal. Add the end of the wing or other terminal device of the wing changes the contour of the rear edge of the wing (i.e., "the Geometry of the plane of Trepca"), and the load distribution along the span. As a result, the addition of such a device also changes induced drag of the wing.

For the given geometry the plane of Trepca and the specified total vertical lifting force basically there is one load distribution along the span, which gives the lowest possible inductance. This "ideal load distribution along the span and inductive impedance, which is obtained from the ideal load distribution along the span is "ideal inductive resistance". For a flat wing, for which the geometry of the plane of Trepca is a horizontal line, the ideal distribution on the power scale is elliptical. Conventional aircraft wings without end wings are close enough to be flat in the plane of Trepca, so their ideal load distribution along the span is very close to elliptical. For normal wing aircraft with vertical or nearly vertical integral wings (i.e., not planar lifting systems), the ideal load distribution along the span generally not elliptic, but the ideal load distribution along the span can be calculated by the usual theory of the wing.

The usual wing aircraft generally not designed with the ideal or elliptical load distribution along the span. Instead, they are designed with a compromise "triangular" distribution of load along the span, which reduces structural bending load of the wing. Such constructions donate some increase in the inductive reactance in favor of reducing the weight of the hull. The degree of compromise significantly differs for different models of aircraft. To ensure such a triangular load distribution along the span, the wing tip is normally biased to create a "negative twist". A negative twist refers to the wing, which is bent in an outward direction so that the back edge of the wing moves up relative to the front the edges. A negative twist the wing tips, thus, reduces the angle of attack of the wing tip towards the root of the wing, thus reducing the distribution of the lifting force to the wing tip.

The development of the new wing and the development of appropriate tooling for the new wing is expensive. Accordingly, some aircraft manufacturers develop a modified design of the wing, based at least partly on the original design. Although such designs are less costly in the development, they typically involve at least some compromises performance. Accordingly, there remains a need for improved, cost-effective development processes of the wing.

Disclosure of the invention

The present invention is directed mainly at the end wings with surfaces provided with a recess, and associated systems and methods. System-specific variant embodiment of the invention includes a wing with the inner area and the outer area, and the end wing, attached to the wing on the external site. End wing has a first surface facing at least partially to the Board, and a second surface facing at least partially outward, and the first on Ernest contains the area with the deepening. The area of the recess may be concave relative to adjacent regions of the first surface, and adjacent areas may include areas located on both sides of the field with the notch in the direction along the chord, and the area that is located away from the wing along the axis of the swing end of the wing.

Other aspects of the present description is directed to methods of constructing systems of the aircraft. One such method involves the construction of a wing, which includes airfoils from the inner region to the outer region of the wing. The method further includes the design of the end wing for use with the wing without changing the overall shape of the profile of the wing. End wing has a first surface directed mainly to the Board, and a second surface facing generally outward from the first surface. The design of the end wing provides at least reduce the impact of interference from the flow in the transition region of the wing and end wing by constructing a concave recess in the first end surface of the wing.

Brief description of drawings

Figure 1 is a partially schematic perspective view of an aircraft with wings and devices wingtips, configured in accordance with one variant of implementation n the present invention;

2 is a partially schematic perspective view of the external area of the wing and end wing area, provided with a recess, in accordance with a specific embodiment of the present invention;

Figure 3 - rear view (when viewing the forward section of the wing and end wing, shown in figure 2;

4 is a front view (when viewing the back section of the wing and end wing, shown in figure 2, with a separate end sections of the wing;

Figa-5E - dimensionless illustrative cross-section of the end sections of the wing, shown in Figure 4.

6 is a combined image of the end sections of the wing, shown in Figa-5E, with the vertical scale exaggerated for purposes of illustration;

7 - combined image lines of profile end of the wings shown in Figa-5E, with the vertical scale exaggerated for purposes of illustration;

Fig depicts a block diagram of a method according to a particular variant of implementation of the present invention.

Detailed description of the invention

The following describes the end wings (winglets) with surfaces that have cavities, and associated systems and methods. Some specific details are explained in the following description and in figures 1-8 with the aim of better understanding the various embodiments of the present invention. Other details, describe what their well-known structures and systems, often related to aircraft and aircraft wings, are not given in the following description to avoid unnecessarily cluttering the description of various embodiment of the invention.

Many of the details, dimensions, angles and other features shown in the drawings are merely illustrative specific embodiments of the invention. Accordingly, other embodiments of the invention can have other details, dimensions and characteristics without deviation from the present invention. In addition, other embodiments of the invention can be implemented without several of the details described below.

Figure 1 shows a view in perspective and on top of the aircraft 100 with a combination of 105 wing/end wing, configured according to one variant of implementation of the present invention. One of the aspects of this variant of the invention, the aircraft 100 includes a bearing surface such as the wing 110, passing outward from the fuselage 102. The fuselage 102 can be located along the longitudinal axis 101, and may include the passenger compartment 103, designed for carrying multiple passengers (not shown). In one embodiment of the invention the passenger compartment 103 may be configured to transport at least 50 passengers. Another is ariante the invention, the passenger compartment 103 may be configured to transport at least 150 passengers. In other embodiments of the invention the passenger compartment 103 may be configured to transport other passenger numbers, and other variants of implementation (such as military options implementation) passenger compartment 103 may be absent or may be configured for carrying cargo.

The wing 110 has an inner section 111, which contains the root of the wing, and the outer section 112, which contains the wing tip. The wing 110 also contains trailing wing 130. In some cases, limit the winglet 130 may be added to the existing design of the wing, and in other cases, the wing 110 and the end wing 130 can be designed together. In any case, the end wings 130 can be individually selected and/or configured with the constraints associated with the design of the wing 110.

Although trailing wing 130 is shown a variant embodiment of the invention is combined with the wing, in other embodiments, the implementation of the end-wing 130 can be combined with other types of bearing surfaces for drag reduction and/or it can be used for other purposes. For example, in one embodiment of the invention limit the winglet 130 can be combined with the wing having a negative sweep, or wing on a "duck"to reduce the aerodynamic resistance of a canard configuration. In additional embodiments of the invention limit the winglet 130 can be combined with other bearing surfaces. In specific embodiments, the implementation of the end wings can be vertical, although in other embodiments, the implementation of the end wings can be slanted from the vertical. Embodiments of the invention, in which the end wings are vertical, or at least slanted upward from the horizontal, can be particularly useful to reduce the space occupied by the aircraft 100 at the airport.

Figure 2 shows a partially schematic view in perspective when viewed mainly towards the stern and a little out of the outer section 112 of the wing 110, together with an end wing 130. The wing 110 has an upper surface 126 and extends outward along the axis 113 to the wing span, and continues forward and towards the rear along the axis 114 in the direction of the chord of the wing between the front edge 115 of the wing and the trailing edge 116 of the wing. On the outer section 112 of the wing 110 contains a transition 117 wing/end wing, whose wing 110 passes into the end of the wing 130. In a specific embodiment of the invention, the passage 117 may be performed mostly curved and/or gradual to reduce the effect of interference from streams between the wing 110 and the end wing 130. In other variations the tah the invention, the passage 117 may have a different shape and/or configuration, including an acute angle and/or angle with a bend of small radius. Used herein, the term "acute angle" refers to the angle that includes the discontinuity surface and/or an abrupt change in the form, for example, postepenno the change of slope. In any of these embodiments limit the winglet 130 has a first (e.g., addressed to the Board) surface 131 and the second (e.g., facing outward) surface 132. End wing 130 extends from the wing 110 along the axis 133 located at the swing end of the wing, and extends forward in the direction towards the stern, along the axis 134 in the direction of the chord of the end of the wing.

End wing 130 may further comprise a region with a recess 150, located at the first surface 131. The area of the recess 150 may be a specific size and is given (for example, to reduce or eliminate possible effects from interference between the wing 110 and the end wing 130 in the transition region 117 wing/trailing wing. In a specific embodiment, the area of the recess 150 is limited adjacent areas 151, which do not have any recesses. Such adjacent region 151 may contain adjacent front region a adjacent side of the stern region 151b, the upper adjacent or remote area C, bottom and near-adjacent region 151d. An adjoining region 151 may be curved, in contrast to the concave region with a recess 150.

In a specific embodiment of the invention shown in figure 2, the area of the recess 150 in a pear shape. Accordingly, the length in the direction of the chord area with the recess 150 may be reduced in the upward/outward along the axis 133 in the direction of the swing end of the wing. Shows the area with the deepening of approximately 150 are limited to four points 152, including the most anterior point 152a, the nearest to the stern point 152b, the upper or remote point s, and the bottom or near the point 152d. In other embodiments of the invention the area of the recess 150 may be shaped differently and/or other boundaries.

In the shown embodiment of the invention the location of the most anterior point 152a may be in the range of from about 20% to about 40% of the local chord length of the end wing 130, and the location of the nearest to the stern point 152b may be in the range of from about 45% to about 65% of the local chord length. In a specific embodiment of the invention field with the recess extends from approximately 25% of the local chord length to about 65% of the local chord length across the scale. The location of the highest point s can be in di the range from about 20% to about 40% (e.g., about 30%) the size of the swing end of the wing 130, and the location of the lowest point of the 152d may be in the range of from about 0% to about 20% of the size of the swing end of the wing. This location may correspond to other values and other options of implementation, depending on the specific type of installation, the orientation of the end-wing 130 relative to the wing 110 and/or other design features and/or use.

Figure 3 shows a rear view (when viewing the forward section of the wing 110 and an end wing 130, shown in figure 2. Figure 3, respectively, are shown at the back area with the recess 150, indicating the General shape of the area with the recess 150, and its location relative to and end wings 130 (including the rear edge 136 of the end of the wing and the wing 110.

Figure 4 shows a front view (when viewing the back) of the wing 110 and an end wing 130, shown in figure 2 and 3, indicating a representative section 118 of the wing, and a representative section 137 of the end wing (shown as the first-sixth section 137a-137f end of the wing). The first section a end of the wing taken from the area below/closer to the Board from the area with the recess 150, and the sixth section 137f end of the wing taken place above/outside of the area with the recess 150. The intermediate section 137b-e end of the wing cross field is e s recess 150, and they are described in more detail hereinafter with reference to Figa-7.

Fig 5A-5F shows a section 137a-137f chord, tail wing, respectively, described initially above with reference to Figure 4. Lots of the leading edge sections 137a-137f chord, tail wing is shown with a representative contour, which can be varied in different embodiments of the invention. As is also shown in Figa-5F, each section 137a-137f chord, tail wing contains line 138 of curvature of the profile, shown as the corresponding lines 138a-138f curvature profile from the first to the sixth. As is evident from Figa-5F, the distribution of curvature for each section along the span with non-monotonic, and the distribution of curvature along the chord changes non-monotonic manner along the axis of the swing end of the winglet 130 in a region with a recess 150. In particular, the line of curvature of the profile is mostly flat below/in the middle of the field with the deepening 150 (see line a profile curvature) becomes concave or more concave in the region with a recess 150 (see line 138b-e of Krivine profile), and then becoming mostly flat or less concave at a remote location in the direction of the wingspan above/outside area with the recess 150 (see line 138f of curvature of the profile). The first surface 131 of the end of the winglet 130 has a similar non-monotonic change as you move partitions to delete nom direction along the axis of the swing end of the wing. Accordingly, as used herein, the term "non-monotonic" is used to describe the change that occurs in magnitude or direction, for example, contour, which initially becomes more concave, and then becomes less concave.

Figure 6 shows six sections 137a-137f end of the wing together with the vertical scale exaggerated to highlight the presence of the field with the recess 150. 7 shows six lines 138a-138f bending profile and to specify changes to the lines of curvature of the profile in the field with the deepening. Figure 6 shows a non-monotonic change in the shape of the first surface 131 of the end of the wing in the area with the recess 150 (see section 137a-137f chord), and figure 7 shows the corresponding non-monotonic change in the shape of lines 138a-138f bending profile in the field with the recess 150.

Returning to Figure 2, we see that one expected advantage of embodiments of the end wing 130, which contains the area with the recess 150, is that the area of the recess 150 may reduce or eliminate the effects of interference from streams caused by the articulation of the end wing 130 and the wing 110. In particular, without the field with the recess 150, the transition 117 wing/end of the wing can be divided flow, which can increase resistance and/or to decrease the lifting force, and in any SL the tea can adversely affect aircraft performance. The recess 150 also reduces or eliminates the likelihood of a pressure field with the "double strike" in this area. In particular, the recess 150 may reduce aerodynamic compression in the transition region 117 to mitigate or eliminate such system shock waves. This, in turn, can reduce the drag of the aircraft 100 (Fig 1) and can improve the limit of high-speed impact of the wing 110 compared to the wing, which contains trailing wing without such special design. Basically, it is expected that the sharper the angle of the transition 117 wing/end of the wing, the greater the possible benefits from the area with the recess 150. Accordingly, the area of the recess 150 may be particularly advantageous when it is introduced into the end of the wings 130, which added to the existing wing to reduce drag, but, because of limitations in the degree of magnitude of a modified wing, benefits requires transition 117 wing/trailing wing with clearly defined or an acute angle.

Another particular advantage of the above arrangement is that the area of the recess 150 may be applied to the end wing 130 without affecting the upper surface 126 of the wing. In particular, it is not necessary that the upper surface 126 of the wing definitely would contain a flat region or a concave region is th or region with a recess to provide such aerodynamic advantages, since it is expected that the recess 150 in the limit winglet 130 at least suitable to accomplish this. Accordingly, the advantage of this arrangement is that the end of the winglet 130 can be retrofitted to existing and/or aerodynamically optimized wing 110.

On Fig shows a representative method 160 design end of the wing. The method 160 includes a step of constructing the wing, which contains a section with an aerodynamic Philem (for example, section 118 of the wing, shown in Figure 4)that extends from a side region to the outer region of the wing (step 161). The method further provides the step of constructing the end of the wing for use with the wing without changing the overall shape of the sections of the wing with aerodynamic profile (step 165). End wing may have a first surface, directed mainly to the Board, and a second surface facing generally outward from the first surface. The design of the end wing further includes at least the step of reducing the impact on the flow characteristics in the transition region of the wing and end wing by constructing a concave recess in the first end surface of the wing. A concave recess may be formed in various ways, for example, by changing lines is westwoodi section with an aerodynamic profile in the region deepening, and/or by changing the lines of the existing section with aerodynamic profile outside the scope of deepening (e.g., by "building up" of areas outside the field with deepening).

In specific embodiments the invention, the method of developing the contours of the end of the wing can be iterative, and may include the development of the initial level of the end wing (step 166) and the analysis of the characteristics of this level (step 167). At step 168 how this level can be analyzed to determine whether it meets the target specifications. For example, the level can be estimated using the estimated means fluid dynamics (CFD) and/or test in a wind tube to determine satisfaction with pre-selected target characteristics. If not, originally developed level may be revised (step 166), until you are satisfied with the desired characteristics, the method can be completed.

From the above it is obvious that the particular embodiments of the present invention herein for purposes of illustration, but that various modifications may be made in other embodiments of the invention. For example, end wings may have different inclination angles, different long is clearly in the direction of the magnitude and/or direction of the chord and/or a different configuration, which specifically indicated on the drawings. Such a configuration can contain trailing wings, which extend both above and below the wing, and/or spiroid end wings, and/or feathered wingtips. The area with the recess may also have a different arrangement and/or continue depending on the specific type of installation. Some aspects of the present invention, is described in the context of specific embodiments of the invention may be combined or eliminated in other embodiments of the invention. In addition, although the benefits associated with some of the options for implementation are described in the context of those embodiments, other embodiments of can also find the same advantages, and not all variants of implementation must detect such advantages to fall within the scope of the present invention. Accordingly, the present invention may include other embodiments of, not specifically described or not described above.

1. The system of an aircraft, comprising:
wing with the inner area and the outer area;
and the end of the wing, coupled with the wing on the outer section, with the end wing has a first surface facing at least partially to the Board, and the second surface about asinou, at least partially outward, and the first surface includes a region with a recess.

2. The system according to claim 1, in which the area of the recess is concave relative to adjacent regions of the first surface, with adjacent areas contain areas located on both sides of the field with a hollow in the direction along the chord, and the area that is located away from the wing in the direction of the span.

3. The system according to claim 1, in which the trailing wing contains a front edge and a rear edge, and in which the first end surface of the wing is convex at the front edge, the convex rear edge and concave between the front and rear edges.

4. The system according to claim 1, in which the area of the recess has the front point and the closer to the tail point in the direction along the chord, the area of the recess has a proximal point, the closest to the wing in the direction of the span, and a remote point, the farthest from the wing in the direction of the span.

5. The system according to claim 4, in which the most anterior point is between about 20 and about 40% of the chord length, tail wing, crossing the front point.

6. The system according to claim 4, in which the nearest to the tail point is between about 45 and about 65% of the chord length, tail wing, crossing the one closest to hvos the new part of the point.

7. The system according to claim 4, in which the remote point is between about 20 and about 40% of the size in the direction of the swing end of the wing.

8. The way to reduce drag system aircraft that includes the steps:
ensure the wing, which contains a section with an aerodynamic profile from the inner region to the outer region of the wing; and
ensure the end of the wing for use with the wing without changing the overall shapes of the sections of the wing with aerodynamic profile in the outer region of the wing, while the trailing wing has a first surface directed mainly to the Board, and a second surface facing generally outward from the first surface, in which the trailing wing includes providing at least reduce the impact of the flow in the transition region of the wing and end wing concave recess in the first end surface of the wing.

9. The method according to claim 8, in which the trailing wing contains a concave recess with the most anterior point and the nearest to the boundary point in the direction along the chord, with a concave recess has a proximal point, the closest to the wing in the direction of the span, and the remote point the remote from the wing in the direction of the span.

10. The method according to claim 9, in which the most anterior point must be located between about 20 and about 40% of the t chord length, tail wing, crossing the front point.

11. The method according to claim 9, in which the nearest to the Board point must be located between about 45 and about 65% of the chord length, tail wing, crossing the near-to-Board point.

12. The method according to claim 8, in which a concave recess includes a recess in the existing end of the wing.

13. The method according to claim 8, in which a concave recess contains extended the scope of the existing end of the wing in the front region and facing the tail region of the end of the wing.



 

Same patents:

Aircraft wing tip // 2481242

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. Proposed wing tip has end plate with aerodynamic sweep of light elongation and sharp leading edge arranged at end plate end outer side. Aerodynamic surface trailing edge is aligned with end plate rear edge. Tip is located at end plate front edge, below rear edge while sweep make 60-85 degrees. There is lower vertical aerodynamic surface of small elongation coupled with end plate so that its leading edge coincides with leading edge of end plate aerodynamic surface. Angle between end plate aerodynamic surface and lower vertical aerodynamic surface makes 125-30 degrees.

EFFECT: higher aerodynamic efficiency, decreased fuel consumption.

3 dwg

Aircraft wing tip // 2481241

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. invention relates to aircraft engineering. Proposed wing tip has end plate with aerodynamic sweep of light elongation and sharp leading edge arranged at end plate end outer side. Tailing edge of extra aerofoil is aligned with rear edge of end plate while nose flap is located at leading edge of end plate under the level of tailing edge, sweep making 60-85 degrees. Proposed wing tip has end plate with aerodynamic sweep of light elongation and sharp leading edge arranged at end plate end outer side. Tailing edge of extra aerofoil is aligned with rear edge of end plate while nose flap is located at leading edge of end plate under the level of tailing edge, sweep making 60-85 degrees. Angle between end plate and aerofoil makes 175-180 degrees. Wing tip is arranged at 2 to 3 degrees to wing tip chord.

EFFECT: higher aerodynamic efficiency, reduced fuel consumption.

4 dwg

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. Device for adaptive control over aerodynamic characteristics of wing element 1 whereto small wing is attached to turn thereabout. Small wing 2 or its sections can turn about element 1 so that angle between rotational axis 7 and main direction of wing element panel 6 is other than 90. Method and device is characterised by the use of above described device. Said device is proposed to be incorporated with aircraft.

EFFECT: reduced fuel consumption.

21 cl, 10 dwg

FIELD: aircraft control and stability devices.

SUBSTANCE: proposed device is made in form of stall fences mounted on lower surface of wing or on tail section of aircraft symmetrically relative to longitudinal plane of symmetry of aircraft. Stall fences begin at distance not exceeding 2 B and end at distance of 0.3-1.0 B from respective leading edge; their maximum height reaches 0.3 B, where B is aerodynamic chord of wing at area of mounting the stall hence.

EFFECT: facilitated going out of spin.

3 cl, 10 dwg

Aircraft // 2283261

FIELD: aviation.

SUBSTANCE: proposed aircraft has fuselage, engines, landing gear and control cabin. Aircraft is provided with trough-shaped wing, vertical fins with rudders, stabilizer and elevons. Wing is mounted on fuselage which has no tail section. Vertical fins with rudders are mounted underneath the wing. Stabilizer and elevons are mounted on trailing edge of wing.

EFFECT: reduced mass; reduced drag; improved aerodynamic properties.

3 dwg

FIELD: power plants for auxiliary-purpose flying vehicles.

SUBSTANCE: proposed system includes panel of lifting surface of flying vehicle with device for localization of overflow of airflow; this device includes flow-through nacelle, power loop and air-jet engine with exit nozzle. Axis of nacelle lies in way of motion of lifting surface of flying vehicle; inlet part is made in form of side inlet window located on lower part of lifting surface panel. Power loop includes at least one wind wheel with at least one electric power generator which are arranged inside flow-through nacelle in parallel with inlet window. Engine is mounted in outlet part of flow-through nacelle.

EFFECT: extended field of application; enhanced safety of flight.

3 dwg

FIELD: aeronautical engineering; various flying vehicles.

SUBSTANCE: proposed tip has end plate and is provided with additional swept aerodynamic surface of low aspect ratio with sharp leading edge mounted on the outside of end plate. Trailing edge of additional aerodynamic surface is combined with trailing edge of end plate. Nose is located on leading edge of end plate below level of trailing edge; sweep ranges from 60° to 85°.

EFFECT: enhanced aerodynamic efficiency at high subsonic speeds.

15 dwg

The invention relates to aviation

The invention relates to aviation, in particular to the training of flight and airplanes

The invention relates to aircraft construction

FIELD: transport.

SUBSTANCE: configuration of aircraft wing tip with wing section extending in wing span 1 and in width of said wing span from leading edge 8, 6, 10 to trailing edge 7. Said section is confined by comprises first skin 11 and second skin 12 with minor wing at wing end. Said minor wing 3 is flat and has transition area 2 located between wing 1 and minor wing 3. Said transition area 2 extends from joint 4 with wing 1 to joint 5 with minor wing 3. Curvature of local V-angle in transition area 2 increases in outboard direction from low lever or zero level nearby the joint 4 with wing.

EFFECT: decreased inductive reactance at minimisation of interference at transition from wing to minor wing.

15 cl, 4 dwg

FIELD: aircraft engineering.

SUBSTANCE: delta wing has top and central chord arranged in wing mirror plane, straight leading edges extending from said top, and uneven mid surface. Said mid surface consists of two elements adjoining said mirror plane and feature elliptically taper shape bulged leeward and two elements adjoining leading edge and feature flat shape and are smoothly conjugated with elliptically taper elements along arms extending from wing top. Mid surface is expressed by mathematical relationship.

EFFECT: lower drag in supersonic flight.

4 dwg

Aircraft wing tip // 2481242

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. Proposed wing tip has end plate with aerodynamic sweep of light elongation and sharp leading edge arranged at end plate end outer side. Aerodynamic surface trailing edge is aligned with end plate rear edge. Tip is located at end plate front edge, below rear edge while sweep make 60-85 degrees. There is lower vertical aerodynamic surface of small elongation coupled with end plate so that its leading edge coincides with leading edge of end plate aerodynamic surface. Angle between end plate aerodynamic surface and lower vertical aerodynamic surface makes 125-30 degrees.

EFFECT: higher aerodynamic efficiency, decreased fuel consumption.

3 dwg

Aircraft wing tip // 2481241

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. invention relates to aircraft engineering. Proposed wing tip has end plate with aerodynamic sweep of light elongation and sharp leading edge arranged at end plate end outer side. Tailing edge of extra aerofoil is aligned with rear edge of end plate while nose flap is located at leading edge of end plate under the level of tailing edge, sweep making 60-85 degrees. Proposed wing tip has end plate with aerodynamic sweep of light elongation and sharp leading edge arranged at end plate end outer side. Tailing edge of extra aerofoil is aligned with rear edge of end plate while nose flap is located at leading edge of end plate under the level of tailing edge, sweep making 60-85 degrees. Angle between end plate and aerofoil makes 175-180 degrees. Wing tip is arranged at 2 to 3 degrees to wing tip chord.

EFFECT: higher aerodynamic efficiency, reduced fuel consumption.

4 dwg

FIELD: transport.

SUBSTANCE: version of every hybrid aircraft consists of fuselage, turboprop and wings. First version incorporates bearing devices arranged on both sides of fuselage and consisting of aircraft transverse wing root with engine fan ahead of front edge at fuselage nose and wings arranged there behind, several wings at top or bottom side, along fuselage. Second version incorporates top and bottom pairs of cantilever straight wings with spacing between pairs for gas-air flow from engine nozzles. Turboprop et engine incorporates shaped confuser and diffuser sections of propfan ring inner surface. Wing versions feature availability of bearing section and airfoil section. Methods comprises using said aircraft and engine.

EFFECT: higher safety, lower costs.

13 cl, 8 dwg

FIELD: aeronautics.
SUBSTANCE: invention relate to an aircraft with a mixed solution with aerodynamic and space flight and how it is flying. The aircraft includes a fuselage, wing, air-jet engines and rocket engines. The wing holds still, essentially straight and elongated in the lateral direction fuselage. Wingspan makes the length of the fuselage. Wing tanks and rocket fuel are located in the rear fuselage. In front of the fuselage, located cabin. The method of piloting an aircraft contains four phases of flight. The first stage of aerodynamic flight at subsonic speeds, corresponds to 0.5 M-O, 8 M, with the use of jet engines without air refueling. In the second stage of exit in outer space rocket engines are used after giving the command to change the tilt of the aircraft between the first stage and second stage. In the third stage of descent by planning mode to the fuselage, oriented substantially perpendicular to the trajectory. The fourth step is provided by aerodynamic flight and landing after bringing the aircraft into position on the merits in the direction of the trajectory between the third phase of flight and the fourth stage of the flight.

EFFECT: reduced fuel consumption.

14 cl, 3 dwg

Mukhamedov's wing // 2412861

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. Wing 1 comprises wing center section made up of shaped bearing disk 2 with front and rear edges along generatrix of bearing disk. Panels 3 are jointed with wing center section bearing disk 2 on its sides so that the shape of front and rear edges of said disk 2 are unchanged along said generatrix in plan. Wing panels 3 feature trapezoidal and sweep and/or rectangular aerodynamic shape. Wing 1 has aerodynamic extensions 4 made along wing lengthwise axis at wing front on both sides that feature triangular and ogival aerodynamic shape in plan.

EFFECT: higher maneuverability.

5 cl, 7 dwg

FIELD: transport.

SUBSTANCE: invention relates to device intended for generation of propellant forces for vehicles. Proposed method is characterised by drag effects on wing front surface or screw front surface wherein ram inflow on plane periphery is turned and tangential flow is created on rear plane with speed smaller than that of ram flow. Flow on rear surface front edge is directed from the root to plane lateral edge and intersect it with flow swirled long lateral edge of the plane read surface for their interaction to create force oriented along the plane. Ram flow is used to stabilise boundary layer on the plane rear surface rear edge. In compliance with the first version, aircraft cuts in propellers. Peripheral plane of propeller blade accommodates the structure of profiles with its elements. Another version of aircraft comprises wings. Structure of profiles is located on wing plane periphery.

EFFECT: higher efficiency of converting drive power into propellant power.

7 cl, 4 dwg

FIELD: transport.

SUBSTANCE: set of invention relates to aircraft engineering. Aircraft comprises airframe, swept wing, tail unit and jet engine. Airframe is characterised by selection of coordinates of outer surface outline points. Swept wing comprises cantilever parts and wing center section defined by coordinates of the upper and lower outlines of aerodynamic profiles located in wing basic sections.

EFFECT: reduced weight, higher comfort for passengers.

6 cl, 27 dwg, 13 tbl

FIELD: transport.

SUBSTANCE: invention relates to long-range executive aircraft. Proposed aircraft comprises airframe, sweptback wing, vertical tail unit, running gear and power plant made up of engines, air intakes and nozzles. Airframe front has flatted nose cone smoothly aligned with cockpit and passenger cabin with circular sections. Wing root front edge is rounded and smoothly aligned with airframe. Wing root rear edge has a break. Vertical rudder integrated with horizontal tail unit is arranged on tip of vertical tail extension. Wing features crosswise V angle. Supersonic air intakes are arranged above wing top surface on both sides of airframe, while, ahead of air intakes, both wing and airframe are a bit contracted. Ahead of air intakes, there are perforated sections for intake of boundary layer. Supersonic air intakes comprise mechanism of controlled air cross flows from boundary layer discharge channel into channel feeding air into engine. Supersonic nozzle critical section is arranged above airframe top surface between two vertical tail fins. Flat nozzle has rotary top flap. Airframe tail section changes into flat surface to smoothly terminate in elevation rudder. Tail elevation rudder comprises mechanism of down-displacement in take-off-landing conditions. Reverse rotary panel is arranged ahead of elevation rudder above airframe top surface. Channels for reverse lower jets are arranged below said panel.

EFFECT: minimised effects on ecology at high cruising speeds.

14 cl, 5 dwg

FIELD: aircraft engineering.

SUBSTANCE: aircraft leading edge flap coupled with main wing and including streamlined surface comprising tail lower edge. Part of said rail lower edge is shaped with even wavy line or wavy line with angular points along wing span. Proposed method consists in using proposed aircraft leading edge flap.

EFFECT: lower aerodynamic noise in takeoff and landing.

4 cl, 7 dwg

Up!