Maneuvering aircraft

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering, particularly, to maneuvering aircraft and their control systems. Maneuvering aircraft comprises fuselage, swept wing, front wing-root extensions, control components and undercarriage. Said front wing-root extensions are arranged in fuselage head-to-tail joint and equipped with controlled rotary airfoils. Wing-root extension controlled surface turn axes are perpendicular or angularly to aircraft wing surface.

EFFECT: higher safety and combat efficiency, better relationship between lift and drag.

3 dwg

 

The invention relates to aircraft, and to manoeuvre the aircraft and the control systems of the aircraft.

Known maneuverable plane containing the fuselage, swept-wing moderate sweep, front nodules big sweep, controls, chassis (EN, 2302975 C2).

Known the aircraft has a high load-bearing properties at subsonic and supersonic regimes. At supersonic speeds the front flows substantially shift the focus plane forward, thereby reducing the reserve static stability of the aircraft, which, in turn, reduces losses glide on balance, increases maneuvering capabilities of the aircraft.

As disadvantages of the known aircraft should indicate the following. At supercritical angles of attack, when the terminal parts of the wing tip stalls, front flows continue to create a lifting force, creating a moment on pitching, which results in the reduction of available torque to the dive, and for aircraft with a full set of cargo on the external suspensions even its absence (maximum rear balance).

The technical result, which is aimed invention is to improve the safety and combat effectiveness of the aircraft by increasing reserves icarousel moment and correspondingly wider range of balance and increase funds the military equipment of the aircraft, and implement the best ratio of lift and drag.

This technical result is achieved that the switching plane containing the fuselage, swept wing, front swept flows, controls, chassis, front nodules located at the junction of the head and middle part of the fuselage and provided with a controllable rotating surfaces, with the axis of rotation of the driven surface waves are perpendicular or at an angle to the longitudinal plane of the aircraft.

The invention is illustrated by drawings, where Fig. 1 shows a maneuverable plane in the top view of Fig. 2 - maneuverable aircraft at the side view of Fig. 3 - maneuverable plane in the front view.

Maneuvering the aircraft includes a fuselage 1, the swept wing 2, the front swept flows 3, governing bodies, including 4 vertical and 5 horizontal fins of the chassis.

Front swept flows 3 are located at the junction of the head and middle part of the fuselage 1 and provided with a driven rotatable surface 6, with the axis of rotation of the front steering surfaces 6 flows 3 are perpendicular or at an angle to the longitudinal plane of the aircraft.

Maneuverable aircraft, including articulated fuselage, wing and front swept flows large arrow the provider, it has high load bearing properties at angles of attack greater than the critical (26), disruption of the flow from the wing of this plane substantially extended to large angles of attack (up to α=35°).

The combination of longitudinal static instability at subsonic regimes and reduced static stability at supersonic speeds significantly expands its maneuvering capabilities.

However, the statically unstable in the longitudinal channel of the plane waves in front of the wing there is the problem of providing stock dive point at angles of attack greater than the critical. At angles of attack α close to critical (α=26°), there are disruptions of the flow at the end parts of the wing, disruption of the flow on a floating part occurs at much larger angles of attack. Which leads to an increase kairouseki the moment, coupled with the sharp drop in the efficiency of the longitudinal control leads to a decrease (or even failure) of disposable time to dive. In the case of unintentional contact with the aircraft at large supercritical angles of attack (for example, spin modes or hangs at high angles of attack) dive time pitch after setting bodies longitudinal control for descent with large angles of attack are insufficient for the transfer of aircraft at small angles of attack. Therefore, for both the cookies need disposable time limit permissible maximum rear alignment of the plane. Since modern combat aircraft suspended loads on the fuselage and wing basically shift the center of mass of the aircraft back, we have to reduce the amount of suspended loads, and consequently, degrade the military capabilities of the aircraft.

In addition, fixed influx, increasing the lifting force of the wing, does not provide for small and medium angles of attack the implementation of the best value for the lifting force and resistance (polar) plane.

To improve safety and operational effectiveness by increasing stocks dive time and the corresponding expansion of the range of valid balance and increase funds the military equipment of the aircraft, as well as the implementation of the best value for the lifting force and the resistance front flows 3 provided with a controllable rotating surfaces 6 and the rear edge is not in the deflected position tightly fixed to the front part of the influx 3, located in the track (on the stream).

When the deviation managed rotatable surface 6 at supercritical angles of attack are reduced load-bearing properties and increases have a negative pitching moment of the aircraft. When the deviation managed rotatable surface 6 at low and medium angles of attack provides the best ratio of lift and drag of the aircraft.

Deviation control is controlled rotary surfaces 6 automatically. The algorithm of the deviation depends on the current angle of attack (according to a certain law) and the provisions of the longitudinal body control - horizontal tail 5 and at the same time optimally retains a high load-bearing properties of the wing 2, provides the necessary supply of dive time at supercritical angles of attack and allows you to implement more rear alignment.

The maximum deflection angle of the driven rotary surfaces 6 on the dive is about 60°.

Managed rotatable surface 6 significantly improves the manoeuvrability of the aircraft, improving its combat capabilities and increases the safety of its operation.

Additionally driven rotatable surface 6 are used for braking of the aircraft after landing on a runway after touching the runway the front by their deviations entirely on the dive. Managed rotatable surface 6 can be performed in the following ways:

with the axis of rotation is angled to the longitudinal plane of the aircraft;

with axis of rotation perpendicular to the plane of symmetry of the aircraft. At supersonic regimes driven rotatable surface 6 is located in a fixed position, i.e., not rejected.

Maneuvering the plane containing the fuselage, swept wing, PE is one arrow-shaped nodules, controls, chassis, wherein the front nodules located at the junction of the head and middle part of the fuselage and provided with a controllable rotating surfaces, with the axis of rotation of the driven surface waves are perpendicular or at an angle to the longitudinal plane of the aircraft.



 

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