UA52786C2 - Aircraft with short takeoff and landing - Google Patents

Abstract

Aircraft with short takeoff and the landing contains a wing, which is located in the zone blown round by propellers. Novelty in the aircraft is fact that the wing is executed as rotary and latticed, and the keel of aircraft is equipped with rotary stabilizer, thus they are mounted with possibility of change in flight of angles of their setting and blowing out of lifting planes and aerodynamic surfaces controlling flight by forced airflow of constant direction from propellers fixed on the shafts of fixed mid-flight engines, this makes it possible to improve technical flight characteristics of the aircraft.

Description

The invention relates to the field of aviation, namely to aircraft with a short run before take-off and a short run after landing, which use the power of cruise engines to reduce take-off and landing speeds.

The well-known domestic aircraft An-72 with a high location of turbojet engines, which provides a shortened takeoff due to the occurrence of additional lifting force when the jet of gases passes over the monoplane wing and deflects it downwards with three-slit flaps (see the journal "Nauka i Zhizn" Me4, 1982, p. 52 - 53, the article of the general aircraft designer Academician O. K. Antonov "New air freighter".

The French aircraft with a short run Breguet-941 is also known, in which the entire area of the monoplane wing with a two-minute flap is in the area blown by the propellers, as a result of which additional lifting force is also created | see M.D. Myl, A.V. Nekrasov and others "Helicopter!", book 1, ed. "Mashinostroenie", Moscow, 1966, p. 22 - 26, article "Tactical and technical requirements for vertical take-off and short-run military transport aircraft of the West".

The general drawback of these analogues is the impossibility of their stable and controlled flight at low, so-called supercritical flight speeds, when there is no obedience of traditional control bodies - horizontal and vertical rudders and ailerons - with a sufficient amount of lifting force of the wing to keep the aircraft in the air, as well as the need in the application of complex mechanization of the wing to create additional lifting force and extinguish the landing speed.

The closest to the claimed invention based on the principle of creating additional lifting force in the Breguet-941 aircraft, which was chosen as a prototype.

The basis of the invention is the task of obtaining a new technical result in a known aircraft with a short takeoff and landing by changing its design, which is manifested in the improvement of the flight and technical characteristics of the aircraft.

The task is solved as follows.

In a known short take-off and landing aircraft comprising a wing that is located in the area blown by the propellers, according to the proposed invention, the wing is made rotary and slatted, and the keel of the aircraft is equipped with a rotary stabilizer, while they are mounted with the possibility of changing angles in flight their installation and blowing of airframes and flight-controlling aerodynamic surfaces with a forced flow of air in a constant direction from propellers fixed on the shafts of non-rotating cruising engines.

The use of a rotary lattice wing with correspondingly curved supporting planes with the thrust vector of the propellers unchanged in direction will allow to increase the lifting force of the wing at subcritical flight speeds by 2.5 times by increasing the angle of attack of the planes up to 40" without disrupting the air flow that washes them , and thanks to this, significantly reduce the take-off and landing speed, as well as reduce the weight, increase the rigidity and manufacturability of the manufacturing of the carrier system | see the magazine "Nauka y zhizn" Me1, 1987tg., pp. 44 - 50, article d.t.n. S. Belotserkovsky and others "Reshetchatse krIlya"|.

The use of a rotary stabilizer, rudder and ailerons washed by a forced air flow will ensure the longitudinal and transverse stability of the aircraft, as well as its controllability at critical flight speeds.

Decreasing the angle of attack of the plans in cruise flight mode will reduce the frontal drag of the wing and thereby increase the speed of the aircraft.

Fig. 1 shows the frame structure of the lattice wing with a cross-section AA (fig. 2) in parallel planes. The wing consists of upper 1, lower 2 and middle reinforced plans 3, between which other intermediate plans are placed. All plans are fastened together with sidewalls 4. The size of the angle of attack a for all plans of this wing design is the same and is determined from the conditions of the aircraft's cruising flight.

Wing span I, its height n, chord length p and step between its plans are determined constructively and by calculation. At the same time, n is 1:20, where O is the diameter of the propeller. The configuration of the wing, in addition to the square one, can be different, for example, made in the form of a round dowel and with a parallel or honeycomb (diagonal) arrangement of the plans.

Fig. 3C shows a vector diagram for determining the speed of the end of a propeller blade.

The geometric sum of the linear speed of the end of the propeller blade and its translational speed (the maximum flight speed of the aircraft) should not exceed the speed of sound. Otherwise, the air flow will be interrupted and the thrust of the screws will decrease sharply. For a propeller rotating in place with a diameter of О :- 2m and with a number of revolutions П - 2300 rpm, the linear speed of the end of the blade will be:

For an airplane with a maximum flight speed Mp - 750km/h or 208.Z3m/s, the geometric speed of the propeller is M; according to this diagram, it will be about 30 Ohm/s, which is less than the speed of sound, equal to 341 m/s.

Fig. 4, 5 and 6 show, respectively, a side, top and front view of the proposed aircraft design with the location of the carrier system in the normal situation of flight, landing and take-off.

Fig. 7 shows the position of the lattice wing and the stabilizer in an off-duty situation.

Flight control is carried out in the following way: 1. In a normal situation (if there are airfields with a hard surface and runways of the required length), the control of the aircraft in flight, during take-off and landing is carried out using traditional control bodies (see fig. 4, 5 and 6), including the turning rudder 5, the height rudder 6 and the ailerons 7.

At the same time, the lattice wing 8 is in a vertical position with the installation angle В - О (see fig. 7) and with the minimum value of the angle of attack a (see fig. 2 and 7). The rotary stabilizer 9 had a minimum angle of installation in (see Fig. 7) in relation to its average position. 2. In an emergency situation (in the absence of airfields, in the event of a forced landing in emergency cases on unprepared ground, small-sized sites, reservoirs, snow cover, etc. (control of the aircraft is carried out in the following way): 1. When landing.

In order to reduce the landing speed, the pilot reduces the thrust of the propeller by reducing the angle of installation of the blades or the revolutions of the engines) and at the same time includes the system of smooth rotation of the lattice wing. The turn of the latter is carried out automatically and to the side, opposite to the flight course, without significant expenditure of on-board energy due to the displacement of the center of pressure of the wing towards its tip. At the same time, with an increase in the angle of installation p, the angle of attack of the plans also increases, which will be "a" B (see Fig. 7), which, in turn, will compensate for the previous decrease in lifting force due to a decrease in flight speed, and will also cause an increase in frontal drag wings The last circumstance will allow to additionally pay off the landing speed.

Then, all the listed operations are repeated again until the moment of failure of the pitch rudder to respond to the air flow washing over it. From this moment, the pilot must immediately switch to ensuring the longitudinal stability of the aircraft by constantly, until landing, adjusting the necessary angle of installation of the rotary stabilizer 9U (see fig. 4, 5 and 7) using a special lever with a traction or cable drive. At the same time, the lateral stability of the aircraft and its flight course are still provided by the ailerons 7 (see fig. 4, 5 and 6) and the steering wheel 5 (see fig. 4 and 5), which are controlled from the rudder. 2. When taking off.

In the case of a super-short take-off, the flight of the aircraft is controlled by the same controls as when landing in an emergency situation, but in the reverse order, starting with the setting of the maximum angle of the lattice wing B. At the same time, control is carried out to prevent the aircraft from drifting until it reaches speed, when in which the traditional flight control scheme from the rudder and pedals will begin to work and self-regulation of flight stability will occur due to the increase in the intensity of the air flow acting on the non-rotating stabilizer 12 and keel 13 (see fig. 4, 5 and 6).

In the absence or failure of the mechanized drive to return the wing to the initial vertical position it occupies in cruise flight, i.e. at the angle of its installation VD - 0, the super-short and further flight should be carried out, as a rule, at the maximum angle of attack of the ar plans and only with in order to fly the plane to the area and with the conditions for a standard take-off. After the flight, the wing should be manually set to a vertical position (B - 0) and locked for a short take-off, the control technique of which is described earlier (see section 1).

The proposed design of the aircraft is promising when used in such areas as communication, sanitary and fire aviation, agriculture, forestry and fisheries. But it is especially effective for deck planes and seaplanes, as well as for cargo-passenger planes intended for small and medium-sized businesses, and when operating them on domestic lines in the absence of airfields.

The high location of the engines (and, for this reason, the wings) is caused by the need to connect them by a transverse transmission for joint operation in order to ensure flight safety in the event of failure of one of the engines 10. At the same time, the third engine 2 is constantly engaged in work as a pilot, and therefore it is not an unnecessary ballast.

The disadvantage of this aircraft design is the need to use a lattice wing in it, which has low aerodynamic quality, which worsens the aircraft's planning properties. However, the specified drawback is not decisive, taking into account a number of positive characteristics characteristic of lattice wings.

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Claims (1)

An aircraft with a short take-off and landing, containing a wing that is located in the area blown by the propellers, characterized by the fact that the wing is made of rotary and slatted, and the keel of the aircraft is equipped with a rotary stabilizer, and they are mounted with the possibility of changing their angles in flight installation and blowing of airframes 1 controlling the flight of aerodynamic surfaces with a forced flow of air in a constant direction from propellers fixed on the shafts of non-rotating marching engines.