RU2693362C1 - Aircraft of horizontal flight with vertical take-off and landing and bearing platform for aircraft of horizontal flight with vertical take-off and landing - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to the field of aviation, in particular to the designs of multi-propeller aircraft for vertical take-off and landing. Airborne vehicle of horizontal flight with vertical take-off and landing includes two and more spaced longitudinal bearing elements, two and more horizontal wings arranged along longitudinal axis of aircraft, multimotor power plant. Horizontal wing consists of parts that are cantilever mounted on outer sides of longitudinal bearing elements. Power plant consists of four and more engines with air propellers, which are installed at fixed angle to vertical plane in two and more rows relative to longitudinal axis of aircraft. Aircraft carrying platform comprises two and more spaced longitudinal bearing elements connected to rigid closed power circuit by means of two and more transverse elements, which do not have aerodynamic bearing planes.

EFFECT: ensuring stability of flight of aircraft during transition from vertical flight mode to horizontal flight and back.

2 cl, 8 dwg

Description

Technical field

The group of inventions relates to aircraft vertical takeoff and landing. Advantageously, but not limited to, the aircraft in accordance with the present invention is designed for multi-purpose unmanned aerial systems.

The level of technology

In modern times, unmanned aerial systems are being developed to perform a wide range of special tasks, such as, for example, transportation of goods, carrying weapons, observation, control of linear objects, search operations, remote sensing, geodesy and cartography, etc.

Until recently, such systems were created in the form of universal carrier platforms that ensure the carrying of variable load and (or) equipment. However, any special use of an unmanned aerial system is associated with special functional requirements that define its fundamental design solutions. Among the requirements defining the design of an unmanned aerial system may be: flight duration, flight altitude, payload, the possibility of vertical hovering, etc.

At the same time, many types of applications of unmanned aerial systems require the provision of horizontal flight, with the simultaneous possibility of vertical take-off and landing. The functionality of vertical take-off and landing is particularly relevant in the absence of equipped runways, as well as in places where their placement is impossible due to the restriction of the required space, for example, in urban areas, on ships (ships), on drilling platforms.

In the prior art convertoplanes are known, several of the design types that were used in manned aircraft, differing in the principles of flight in different modes.

In particular, the so-called "rotorcraft" are known, containing two propulsion systems - lifting and cruising, each of which operates in only one mode. The disadvantage of this design is the high relative weight of the propulsion system, as well as the deterioration of the aerodynamic qualities due to the creation of additional resistance not involved propellers.

Known so-called "tiltrotor", providing a change in flight mode due to the deviation of propulsion from the vertical plane.

Also known aircraft providing a change in flight mode due to the rotation of the wing parts, which are equipped with air propellers.

The disadvantages of these structures of aircraft is the instability of flight in transient conditions, the structural complexity and high mass of mechanisms ensuring the deviation of air propellers or wing parts. These designs are also poorly scaled, since with increasing mass-dimensional characteristics, the gyroscopic moments of propulsion increase, which must be constructively deflected relative to the vertical plane.

Known so-called "tail sitters", which also received use in unmanned aircraft, however, these systems, as a rule, have a small relative carrying capacity and are not able to provide a vertical landing due to high windage in takeoff, landing and hovering.

Thus, the common disadvantages of the above-mentioned convertoplanes are instability of the flight of the aircraft when making the transition from vertical to horizontal mode and back, as well as the difficulty of balancing the center of gravity of the aircraft, the complexity of control, low reliability.

As the closest analogues of the present invention, the following patented technical solutions, which became known to the authors, were taken away.

From the publication of patent application WO 2015115913 A1 (mpk: VS64C 39/04; VS64 1/26; VS64 3/32) is known a multi-purpose aircraft having two fuselage, including a central wing panel, which is attached with the possibility of detachment on each of the fuselages and is located between them. In this case, the central panel includes a nacelle having a compartment for storing various items of equipment, as well as an engine mounted at the front and / or behind the central panel.

Multipurpose aircraft in accordance with the publication WO2015115913A1 as well as the claimed invention, is a multi-purpose and in the preferred embodiment is an unmanned system, also has two fuselage (bearing element), to the outer sides of which are attached parts of the wing, the rear wing fixed between the fuselage, removable gondola . However, unlike the aforementioned multipurpose aircraft, the present invention does not have a central wing panel forming a center wing section with the outer parts of the first wing.

Known aircraft according to patent US 9296478 B2 (mpk: WS64C 39/00; VS64C 39/04), having at least two fuselage, as well as the first wing, including at least two parts of the wing, which are not interconnected . In accordance with the description of the patent US9296478B2, parts of the first wing, branched from the outside of the fuselage, and directed outwards, while the second wing is located between the inside of the fuselage. The first wing and the second wing are located with relative displacement in the X-Z plane. In accordance with the description of the patent US 9296478 B2, the term "fuselage" or "aircraft fuselage" means a structural element of an aircraft, which mainly carries a useful or structural load, and the required lifting force is provided by the first and second wings.

The claimed invention also as an aircraft according to patent US 9296478 B2 contains two or more supporting elements (fuselage); the first wing, which includes two parts of the wing, located on the outer sides of the bearing elements (fuselages); the second wing, located between the inner sides of the two bearing elements (fuselages). In this case, the first and second wings are also located offset from each other in the X-Z plane.

Known multi-engine electric aircraft short take-off and landing according to patent RU 2554043 C1 (mpk: B64D 27/24; VS64 39/08; B60L 11/02), which includes electric motors with the pulling screws of the nacelle, with the pulling screws on the wing consoles. In order to simplify the design and eliminate knots of deviation of large propellers, increase the carrying capacity of the wings and reduce their resistance, the first wing with engine nacelles of large pushing screws is mounted with an installation angle of +30 and with positive degradation with respect to the first wing having +60 during cruise flight and a positive transverse angle V, which improves the ability to perform a short take-off in a multiple-screw propulsion system.

The aircraft according to patent RU 2554043 C1, as well as the present invention, has a multi-engine powerplant providing distributed thrust with first and second rows of engines with thrusters, while thrusters have deflection angles different from the vertical plane, providing thrust difference and achieving maximum take-off components thrust to move forward and upward.

However, the aircraft according to patent RU 2554043 C1, provides only a short take-off and landing, and also has a complex hybrid powerplant not suitable for small aircraft and unmanned systems.

Known convertoplan according to patent RU 2446078 C2 (microsoft VS64C 37/00), which contains two fuselage, front horizontal interfuseral tail, rear interfuseral horizontal tail and interfuseral center section, while the wing consists of cantilever parts rigidly fixed on the fuselage. In this case, the center section is made with the ability to rotate the angle of attack by more than 90 degrees.

The invention according to patent RU 2446078 C2, as well as the present invention, has two fuselage (bearing elements) interconnected to form a closed power circuit, horizontal tail wings, consisting of cantilever parts rigidly fixed on the fuselage (bearing elements). The analogue of patent RU 2446078 С2 is also aimed at solving a technical problem related to the instability of flight of known convertoplanes.

In contrast to the invention according to patent RU 2446078 C2, the present invention does not have an interfuseral tail assembly and center section, instead of rotary screw-motor groups, in the present invention air propellers are used at a fixed angle, and the closed power circuit is provided mainly by transverse elements that do not have aerodynamic surfaces.

One of the objectives of the group of inventions is to create an aircraft of horizontal flight with vertical takeoff and landing, providing aerodynamic stability of flight when making the transition from vertical flight mode to horizontal flight mode and back, and not containing complex mechanisms, drives and gears to make the transition from vertical flight mode to horizontal and back.

Another objective of the present invention is to provide a carrier aircraft platform of horizontal flight with vertical takeoff and landing, both for manned and unmanned air systems, simultaneously suitable for both vertical takeoff and landing, and for landing on an aircraft.

The solution of the first task is achieved by constructing an aircraft of horizontal flight with vertical takeoff and landing, in which at least one horizontal wing has no central part, and engines with air propellers are installed at a fixed angle to the vertical plane, while engines with air propellers arranged in two or more rows along the longitudinal axis of the aircraft. In this case, the deviation angle of each row of engines with air propellers from the vertical plane is proportional to the distance between the corresponding row of engines with air propellers and the center of gravity of the aircraft. In this case, the relative distance between the center of gravity and the rows of engines with air propellers is selected on the basis of ensuring equal components of the lifting force on each of the rows of engines with air propellers located in front and behind the center of gravity of the aircraft.

Thus, the proposed in the present invention aircraft horizontal flight with vertical takeoff and landing provides:

- the stability of the aircraft in the vertical mode of take-off and landing;

- mutual compensation of jet propulsion moments;

- the possibility of changing the vectors of the lifting forces of different rows of air propellers in the vertical plane in order to control the roll and pitch of the aircraft;

- the ability to change the jet moments of air propulsion to provide control over the yaw of the aircraft;

- provides the scalability of the aircraft.

The present invention is illustrated using the drawings.

The figure 1 shows a three-dimensional General view of the aircraft horizontal flight with vertical takeoff and landing;

The figure 2 shows a top view of the aircraft horizontal flight with vertical takeoff and landing;

The figure 3 shows the front view of the aircraft horizontal flight with vertical takeoff and landing;

The figure 4 shows the side view of the aircraft horizontal flight with vertical takeoff and landing;

The figure 5 shows a three-dimensional General view of the carrier platform of the aircraft horizontal flight with vertical takeoff and landing;

The figure 6 shows a top view of the carrying platform of the aircraft horizontal flight with vertical takeoff and landing;

The figure 7 shows a side view of the longitudinal bearing element carrier platform of the aircraft horizontal flight with vertical takeoff and landing;

The figure 8 shows a top view of possible options for the implementation of the aircraft horizontal flight with vertical takeoff and landing with different configurations of the horizontal wing.

Disclosure of the invention

A horizontal flight aircraft with vertical takeoff and landing contains:

Two or more longitudinal bearing elements - 1, which are spaced relative to each other.

At least two horizontal wings 2 and 3 located along the longitudinal axis of the aircraft. At the same time, at least one horizontal wing 2 consists of right and left wing parts 4 that are not connected to each other and cantileverly mounted on the outer sides of the lateral longitudinal bearing elements - 1.

A multi-engine power plant consisting of four or more engines - 5 with air propellers - 6. Engines - 5 are installed in the upper part of the longitudinal bearing elements - 1 at a fixed angle to the vertical plane, while the engines - 5 are placed in two or more rows along the longitudinal axis of the aircraft.

In addition, each row of engines - 5 is installed in front of each horizontal wing 2 and 3 of the aircraft, at a distance that provides the minimum effect of air flow generated by air propellers - 6 on the aerodynamic planes of the corresponding horizontal wing.

At the same time, the deviation angle of each row of engines - 5 with air propellers - 6 from the vertical plane is proportional to the distance between the corresponding row of engines - 5 with air propellers - 6 and the center of gravity - 7 of the aircraft. In this case, the relative distance between the center of gravity and the rows of engines with air propellers - 5 is selected based on ensuring equal components of the lifting force on each of the rows of engines - 5 with air propellers - 6, located front and rear relative to the center of gravity - 7 aircraft.

Longitudinal bearing elements - 1 are interconnected in a closed power circuit, by means of at least two transverse elements - 8.

The longitudinal bearing elements - 1 in accordance with the present invention can be walls, beams or fuselages, mainly providing the bearing function and fastening of the wing parts - 4 cantilever-mounted on the outer sides of the longitudinal bearing elements - 1.

For the purposes of placing the payload and (or) equipment and (or) crew and (or) navigation and control systems and (or) energy storage elements, and (or) main and auxiliary power plants and (or) air propulsion, in accordance with the present invention can be used longitudinal bearing elements - 1, in the case of their implementation in the form of three-dimensional spatial structures, as well as (or) gondola - 9, which can be installed in the space between the longitudinal bearing elements - 1.

Engines - 5 with air propellers - 6 in accordance with the present invention can be engines with a different principle of action, including pulling and (or) pushing propellers and (or) rotors and (or) propellers, providing lift and (or) thrust and (or) aircraft pushing.

The second horizontal wing - 3, or another horizontal wing located at the rear of the aircraft can be made in the form of a central part located between the longitudinal bearing elements - 1, or in the form of the upper wing located between or above the longitudinal bearing elements - 1, or , in the form of the left and right parts of the wing - 3, similar to the first horizontal wing - 2.

Fixed inclination of engines - 5 with air propellers - 6, or inclination only of air propellers - 6 relative to the vertical plane, in accordance with the present invention can be provided, either by fixed inclination of the mounting surfaces of bearing elements - 1, or by fixed inclination of the engines - 5 relative to their points of support, or due to fixed air propellers - 6 relative to engines - 5.

In the case of aircraft equipment gondola - 9, the latter is fixed at least on one of the transverse elements - 8.

Depending on the embodiment of the invention, the first horizontal wing is 2, in particular the right and left parts of the wing are 4 and (or) the second horizontal wing is 3, and (or) the other horizontal wing can contain mechanized elements such as aileron, slat, flap.

The carrier platform - 10 aircraft of horizontal flight with vertical takeoff and landing contains two or more spaced longitudinal bearing elements - 1, connected in a rigid closed power circuit with two or more transverse elements - 8, with the possibility of including elements of the horizontal wing 2,3 and vertical tail, including the cantilevered parts of the wing on the longitudinal bearing elements - 4, as well as the interfusel parts of the wing, keels and racks.

Longitudinal bearing elements - 1 carrying platform - 10 made of lightweight material in the form of multifunctional monolithic walls, variable or constant thickness with uneven side profile.

The upper edges - 11 longitudinal bearing elements - 1 bearing platform - 10 form mounting surfaces and vertical supports - 12 for mounting the elements of the horizontal wing, tail, and the engines - 5 due to the configurable shape.

The bottom faces - 13 longitudinal bearing elements - 1 carrier platform - 10, due to the configurable shape, form the front keels - 14 and rear keels - 15, which simultaneously are the supports of the carrier platform - 10 and, accordingly, the aircraft.

Thus, the shape of the side profile of the longitudinal bearing elements - 1 is determined on the basis of the required heights, angles and their relationship, for the required orientation of the aircraft relative to the horizontal surface, the location of the wing elements, tail, and engines. For the purpose of facilitating the construction of the carrier platform - 10, as well as imparting additional shock-damping qualities during the landing of the aircraft, in the vertical mode, as well as by aircraft, the front keels - 14 and the rear keels - 15, can be made as separate structural elements, from lighter and / or elastic material. At the same time, the front keels - 14 and the rear keels - 15 may have a constructive possibility of an elastic deflection from the vertical plane, for example, due to installation on hinges - 16.

As transverse elements - 8 in accordance with the present invention, beams or rods may be used that do not have aerodynamic bearing planes and therefore provide minimal distortion of the aerodynamic air currents flowing around the aircraft, or air currents created by working air movers - 6.

On the side surface of the longitudinal bearing elements - 1 carrier platform - 10 can be made through holes - 17 and (or) blind holes for connecting the longitudinal bearing elements - 1 and transverse elements - 8 into a single structure, as well as for mounting the elements of the horizontal wing, tail assembly and various equipment.

When equipping the carrier platform with a horizontal wing - 2, for example in the form of the right and left parts - 4, for the purpose of attaching the wing parts - 4, as well as ensuring the rigidity of the horizontal wing - 2, one transverse element - 8 contains elongated ends - 18, and is installed in the plane of the corresponding horizontal wing. When this elongated ends - 18 continue through the through holes - 17 in the longitudinal bearing elements - 1 and integrated into the left and right sides of the wing -4.

The preferred embodiment of the invention

The longitudinal bearing elements - 1, in accordance with a preferred embodiment of the invention, are made of a multi-layer reinforced polymer composite material in the form of monolithic walls with a non-high side profile of variable thickness.

The upper faces - 11 longitudinal bearing elements - 1, include the installation sites of the engines - 5 with air propellers - 6, which are made with a slope to the vertical plane, and on which are mounted the motor-masses - 19 for mounting the engines - 5.

Parts of the wing - 4, have a variable cross section of the root and end chord, with relative twist, while parts of the wing - 4 are made of a polymer composite material with a middle layer including lightweight aggregate, longitudinal and transverse stiffeners, carbon fiber canisters with blind channels open with the sides of the root chord parts of the wing are 4; for installing the corresponding parts of the wing on the elongated ends, 18 transverse elements are 8. At the same time, polystyrene foam is used as a lightweight aggregate of wing parts 4; Coils of coal roving are used as longitudinal and transverse stiffeners.

The second horizontal wing - 3 is made in the form of the upper wing with the central part. The second horizontal wing - 3 is installed on the vertical uprights - 12, and secured with a spike - notch - 20 fastening. On the back side of the second horizontal wing - 3, a mechanized elevator - 21 is made.

The elevator wheel - 21 is driven by a servo with a pitch (not shown in the figures), which is mounted on one of the vertical pillars - 13, from the inside of the longitudinal bearing element - 1 under the second horizontal wing - 3.

In order to prevent the aerodynamic shading of the second horizontal wing - 3, the first horizontal wing - 2, and the second horizontal wing - 3 are made with relative displacement in the vertical plane, this displacement is performed by an amount that ensures the free flow of aerodynamic flows created by working air propellers - 6, corresponding diameter.

As motors 5, in accordance with a preferred embodiment of the invention, external motor motors are used.

The connection of the longitudinal bearing elements - 1 into a single power circuit, is provided by four transverse elements - 8. The transverse elements - 8, are hollow thin-walled tubes made of aluminum alloy. In this case, two transverse elements - 8, are located in the same plane with the first horizontal wing - 2 and have elongated ends - 17.

To connect the longitudinal bearing elements - 1, wing parts 4 and two transverse elements - 8, located in the plane of the first horizontal wing - 2, into a single structure, longitudinal bearing elements - 1, have through holes-17, through which the elongated ends are passed - 17 , transverse elements-8. For fastening longitudinal bearing elements - 1, and transverse elements - 8, ensuring rigidity of the structure, as well as reducing local stresses, through holes - 17 contain embedded guide elements - 23 representing solid cast metal ring elements with a flange. Transverse elements - 8 are fixed in the guide elements with pins.

The nacelle - 9 in accordance with a preferred embodiment of the invention comprises a frame with guides - 22, as well as a housing - 23. The housing - 23 represents a hollow, thin-walled, streamlined, airtight structure made of plastic. Inside the housing - 23 is the element of energy storage, as well as the control unit of the aircraft. Gondola - 9 is fixed on two transverse elements - 8, located in the plane of the first horizontal wing - 2, with the help of guides.

The fastening and fixing of the right and left parts of the wing - 4 on the longitudinal bearing elements - 1 is carried out by means of a lock - latch, which includes a metal rod and a return channel with a spring-loaded locking element.

In accordance with a preferred embodiment of the invention, the front fins - 14 are separate structural elements that are cantilever mounted at the front of each longitudinal bearing element - 1 on hinges - 16, with the possibility of elastic deflection under load in the direction opposite to the movement of the aircraft when landing in an airborne manner. . The front fins - 14 have a curved shape and are made of thin-walled molded polycarbonate or other material with similar properties.

To limit the rotation of the front carinae - 14 in the direction of movement of the aircraft, on their upper edges are stepped ledges, which in the normal position abut the engine mount - 18, the first row of engines - 5. Thus, the front keels -14 provide shock damping during landing the aircraft, both during vertical landing and during landing on an aircraft.

Rear fins - 15, represent separately structural elements, fixedly mounted on the rear ends of the longitudinal bearing elements - 1. Rear fins - 15 have a rounded shape, and are made of cellular plastic or other material that reduces the overall weight of the aircraft structure.

Aircraft horizontal flight with vertical takeoff and landing works as follows:

Starting position: the aircraft is located on the surface of the landing pad, the longitudinal axis of the aircraft is oriented parallel to the surface of the landing pad, the engines - 5 with air propellers - 6 are turned off;

First, remotely by the operator, or by the control system in the automatic mode, the engines are simultaneously started - 5;

Then, upon reaching the set value of the total thrust of the air propellers - 6, the aircraft opens from the surface of the landing pad, while the longitudinal axis of the aircraft deviates to a positive angle, while the air propellers - 6 take the horizontal position, the vertical take-off of the aircraft is performed and set the required height.

Then, the operator or control system in automatic mode, changes the ratio of the rotational speeds of air propellers - 6 between the front and rear rows of engines - 5, changes the angle of inclination of the aircraft in pitch, the longitudinal axis of the aircraft is aligned with the horizon, while air propellers - 6, as well as the aerodynamic surfaces of the front horizontal wing - 2 and the rear horizontal wing - 3 deviate from the horizon with a positive angle of attack, thus the flyer the first unit goes into a horizontal flight mode and gaining forward speed.

After the transition of the aircraft to the horizontal flight mode, the angles of attack of the first horizontal wing — 2 and the second horizontal wing — 3 take values from 0 to 5 degrees, which is typical for aircraft with a traditional aircraft scheme. Air propellers - 6, with a fixed angle of deviation from the vertical plane at the same time provide the vertical and horizontal component of the lifting force. The horizontal control of the aircraft is ensured by the distribution of the total thrust between their first and second rows of engines - 5 with air propellers - 6. The control of the aircraft in height is provided by a mechanized elevator - 21, or at the same time the elevator - 21 and the total thrust distribution the first and second rows of engines - 5 with air propellers - 6. The control of the aircraft on the course is provided by changing the position of the roll and pitch, as well as the trad insulating the aircraft airborne scheme. At the same time, air propellers - 6 forms a stream of oblique flow in relation to the first horizontal wing - 2 and the second horizontal wing - 3.

The transition of the aircraft from the horizontal flight mode to the vertical flight mode is carried out in a similar way in the reverse order.

The aircraft of horizontal flight with vertical takeoff and landing, performed on the carrier platform - 10, in accordance with the proposed embodiment of the invention is a multi-functional unmanned aerial system with a modular collapsible design. The proposed horizontal flight aircraft with vertical take-off and landing can be used to provide such types of economic and economic activity as: logistics, aerial photography, monitoring in real time, delivery of various goods, including consumer goods, cash; biomaterials and medical equipment in emergency and emergency situations. For the purposes of transportation, a set of elements of an aircraft of horizontal flight with vertical takeoff and landing unassembled can be packed in special boxes with in-molds of porous material.

The carrier platform - 10 aircraft horizontal flight with vertical takeoff and landing in accordance with the proposed embodiment of the invention can be used as a carrier platform for multi-engine vertical take-off and landing copter-type aircraft, for aircraft-type aircraft, as well as for aircraft combining signs of an airplane and a helicopter.

Other possible options for the implementation of the aircraft horizontal flight with vertical takeoff and landing

A horizontal flight vertical take-off and landing aircraft proposed in accordance with the present invention may have various combinations of horizontal wing arrangements.

Figure 8-A shows a variant embodiment of the invention in accordance with which the front horizontal wing - 2 and the rear horizontal wing - 3, do not have a central part, and made in the form of not connecting with each other right and left parts of the wing.

The figure 8-B shows a variant embodiment of the invention in accordance with which the aircraft horizontal flight with vertical takeoff and landing has a first, second and third horizontal wing, which do not have a central part and are made in the form of non-interconnecting right and left wing parts .

Figure 8-B shows an embodiment of the invention in accordance with which a horizontal flight aircraft with vertical takeoff and landing has a front horizontal wing without a central part made in the form of left and right wing parts not connected to each other, as well as a rear horizontal wing having the central part and acting as a stabilizer, while the parts of the first horizontal wing are installed in such a way that between their root chords and the longitudinal bearing elements form There is an air gap. In this embodiment of the invention, the effect of the air flow generated by air propellers on the aerodynamic planes of the wing parts is completely eliminated.

Claims (2)

1. An aircraft of horizontal flight with vertical takeoff and landing contains two or more spaced longitudinal bearing elements, two or more horizontal wings arranged along the longitudinal axis of the aircraft, a multi-engine powerplant, at least one horizontal wing consisting of a right wing and no left wing. interconnected parts of the wing, which are mounted on the outer sides of the longitudinal bearing elements, characterized in that the multi-engined power plant consists of Four or more engines with air propellers, which are installed in the upper part of the longitudinal bearing elements at a fixed angle to the vertical plane, while engines with air propellers are placed in two or more rows along the longitudinal axis of the aircraft, each row of engines with air propellers in front of each horizontal wing of an aircraft at a distance providing minimal impact of air currents created by air propellers on aero dynamic planes of the corresponding horizontal wing, while the deviation angle of each row of engines with air propellers from the vertical plane is proportional to the distance between the corresponding row of engines with air propellers and the center of gravity of the aircraft, while the relative distance between the center of gravity and the rows of engines with air propellers based on ensuring equal components of lift force on each of the rows of engines with air move The arms are located at the front and rear relative to the center of gravity of the aircraft. 2. The carrier platform of an aircraft of horizontal flight with vertical takeoff and landing contains two or more spaced longitudinal bearing elements connected in a rigid closed power circuit using two or more transverse elements, with the possibility of including elements of a horizontal wing and vertical tail, including a cantilever located on longitudinal bearing elements of the wing part, as well as the interfusellar wing parts, keels and struts, characterized in that the transverse elements do not have aerodynamic carriers their planes, providing minimal distortion of the aerodynamic airflows flowing around the aircraft, and the longitudinal bearing elements are made of lightweight material in the form of multifunctional monolithic walls of variable or constant thickness with uneven side profile, while the upper faces of the longitudinal bearing elements form mounting surfaces and vertical racks for installation elements of the horizontal wing, tail, and engines, and the lower faces of the longitudinal bearing elements form ne ednie keels and rear keels, who are also carrying platform supports and respectively of the aircraft.

Images