Tandem and canard aircraft. Aircraft according to the “duck” design. Why the front horizontal tail

How to avoid balancing losses? The answer is simple: the aerodynamic configuration of a statically stable aircraft must exclude balancing with negative lift on the horizontal tail. In principle, this can be achieved using the classical scheme, but the simplest solution is to arrange the aircraft according to the “canard” scheme, which provides pitch control without loss of lift for trim (Fig. 3). However, canards are practically not used in transport aviation, and, by the way, quite rightly so. Let's explain why.

As theory and practice show, canard aircraft have one serious drawback - a small range of flight speeds. The canard design is chosen for an aircraft that must have a higher flight speed compared to an aircraft configured according to the classical design, provided that the power plants of these aircraft are equal. This effect is achieved due to the fact that on the canard it is possible to reduce air friction resistance to the limit by reducing the area of ​​the aircraft's washed surface.

On the other hand, during landing the “duck” does not realize the maximum lift coefficient of its wing. This is explained by the fact that, in comparison with the classical aerodynamic design, with the same interfocal distances of the wing and the main body, the relative area of ​​the main part, as well as with equal absolute values ​​of the margins of longitudinal static stability, the “canard” scheme has a smaller balancing arm of the main part. It is this circumstance that does not allow the canard to compete with the classical aerodynamic design in takeoff and landing modes.

This problem can be solved in one way: increase the maximum lift coefficient of the PGO ( ) to values ​​that ensure canard balancing at landing speeds of classic aircraft. Modern aerodynamics has already given “ducks” high-load profiles with values Su max = 2, which made it possible to create a PGO with . But, despite this, all modern canards have higher landing speeds compared to classic designs.

The disruptive characteristics of the “ducks” also do not stand up to criticism. When landing in conditions of high thermal activity, turbulence or wind shear, the PGO, providing balancing at the maximum permissible Su aircraft, may have . Under these conditions, with a sudden increase in the angle of attack of the aircraft, the PGO will reach a supercritical flow, which will lead to a drop in its lift, and the angle of attack of the aircraft will begin to decrease. The resulting deep disruption of the flow from the PGO puts the aircraft into a mode of sharp uncontrolled dive, which in most cases leads to disaster. This behavior of the “ducks” at critical angles of attack does not allow the use of this aerodynamic design in ultra-light and transport aircraft.

The archive contains a description of a light single-seat aircraft with an original design.
The plane is called "Quickie".

The archive is a scanned manuscript with diagrams in Adobe PDF format.

Although at first glance, this plane seems too unusual and may cause mistrust, nevertheless, read the following text.
This is an excerpt from the book by V.P. Kondratiev “We ​​Build Airplanes Ourselves.” As follows from his words, an aircraft built according to this design promises very good performance.

The advantages of the duck are well known. Briefly, they boil down to the following: in contrast to the normal scheme, in a statically stable “duck” the lifting force of the horizontal balancing tail is added to the lifting force of the wing. Therefore, with the same load-bearing properties, the wing area can, roughly speaking, be reduced by the amount of the tail area, as a result of which the size, weight and aerodynamic drag of the aircraft decrease, and its aerodynamic quality increases (Fig. 97). Even more profitable is the tandem, which in terms of the balancing method is not fundamentally different from the “duck”, but allows you to create an even more compact machine. In fact, in a tandem arrangement, the total load-bearing area is divided into two equal or approximately equal wings, the linear dimensions of which are approximately 1.4 times smaller than a similar wing of a normal aircraft.

The negative properties of the “duck” are associated, first of all, with the influence of the front wing on the rear. The front one slopes down and the air flow flowing around the rear wing slows down, its effectiveness decreases (Fig. 98). The optimal solution to this problem is to space the wings as far apart as possible along the length of the fuselage and in height. To prevent the rear wing from getting caught in the wake vortex of the front wing when flying at high angles of attack, the front wing is raised higher than the rear wing or lowered as low as possible. This was done, in particular, on the Kwiki tandem. Failure to comply with this condition leads to longitudinal instability at high angles of attack.

One more condition should be taken into account. When flying at high angles of attack before stalling, stall should occur first on the front wing. Otherwise, when stalling, the plane will sharply lift its nose and go into a tailspin. This phenomenon is called “pickup” and is considered completely unacceptable. A way to combat “pickup” on a canard was found a long time ago: it is enough to increase the angle of the front wing relative to the rear. The difference in installation angles should be 2-3°, which guarantees that the flow will stall primarily on the front wing. Next, the plane automatically lowers its nose, switches to lower angles of attack and picks up speed - thus, the idea of ​​​​creating a non-stall aircraft is realized, of course, subject to the required alignment.

..
Tandem aircraft and their aerodynamic features:
Shadowing of the rear wing by the front wing when flying at high angles of attack. 1 - small interference in cruising flight at low angles of attack; 2 - strong shading of the rear wing at high angles of an aircraft with an unsuccessful configuration, 3 - good arrangement of wings with low interference at high angles of attack (m - the longitudinal moment coefficient is negative, the slope of the curve is typical for a stable aircraft, α - angle of attack)

The construction of tandems was sporadic until then. until in 1978, the same tireless Rutan demonstrated his defiantly “incomprehensible” Kwiki tandem at a gathering of US amateur designers in the city of Oshkosh. When starting to develop this machine, Rutan set the task of creating an aircraft with high flight characteristics with an engine of the lowest possible power. Of course, the best results could be obtained using a tandem circuit. Indeed, two wings with an area of ​​approximately 2.5 m^2 made it possible to make an aircraft of minimal overall dimensions with the least aerodynamic drag and high aerodynamic quality. At the same time, the engine is 18 liters. With. enough to achieve a speed of 220 km/h, a rate of climb of 3 m/s, a ceiling of 4600 m. The take-off weight of the aircraft, made entirely of plastic, is 230 kg. Like Rutan's previous creations, Kwiki was reproduced by amateurs different countries in dozens of copies. American aviation experts consider the Kwiki a “minimal” aircraft. It is economical, cheap and easy to build. The production cycle for its manufacture is only 400 man-hours. Amateur designers from many countries can purchase drawings, a set of blanks, and a completely finished apparatus.

Followers of Rutan were also found in our country. At SLA-84, the Kuibyshev amateur club “Aeroprakt”, headed by student Yu. Yakovlev, presented its version of “Kwiki” - A-8

There are already a lot of good amateur clubs in our country. Kuibyshevsky is one of the most famous. “Aviation in practice” is how the club members decipher the name of their “company”, created in 1974 in the red corner of the factory dormitory by a graduate of the Kharkov Aviation Institute Vasily Miroshnik. The fate of Aeroprakt was difficult. The club was repeatedly closed, “dispersed”, changed addresses and leaders. However, failures and difficulties only strengthened the young enthusiasts.

Over more than fifteen years of history, dozens of people have passed through Aeroprakt - schoolchildren, students, young workers, who later became good engineers, designers, and pilots. In the traditions of Aeroprakt there is complete freedom of technical thought and democracy. The club always had several small creative groups that were simultaneously building three or four aircraft. And for the most daring and “crazy” technical ideas there has always been only one judge - practice and personal experience. It was precisely this atmosphere of creative cooperation and competition that became a constant source of enthusiasm, thanks to which Aeroprakt still exists. It was these conditions that made it possible to most fully demonstrate the talent of our best amateur designers, including Vasily Miroshnik, Peter Almurzn, Mikhail Volynets, Igor Vakhrushev, Yuri Yakovlev and many others - regular participants and winners of SLA rallies.

The aircraft created at Aeroprakt are well known. In order to better imagine the scale of Aeroprakt’s activities, it is enough just to recall the names of the aircraft of this club that took part in SLA rallies. Among them are the A-6, A-11M, A-12 aircraft, the A-05 seaplane, the A-7, A-10B gliders and the A-10A motor glider, which have the “company” designation “A” and were built in the “branch” » "Aeroprakta" - SKB Kuibyshev Aviation Institute under the leadership of V. Miroshnik. Almost all of the listed aircraft were winners of the rallies.

The greatest success fell on the tandem A-8 (“Aeroprakt-8”), built by a student at the Kuibyshev Aviation Institute, Yuri Yakovlev.

Externally, the A-8 resembles the Kwiki. But it should be noted that before the tandem of Yu. Yakovlev in our country very little was known about the features of this scheme. What should be the relative position of the wings and their profile, where should the center of gravity of the aircraft be located, how will the machine behave when flying at high angles of attack? All these questions could be answered only by testing the device.

..
Tandem aircraft A-8(Yu. Yakovlev, Aeroprakt). Front wing area - 2.47 m2, rear wing area - 2.44 m^2, take-off weight - 223 kg, empty weight - 143 kg, maximum lift-to-drag ratio - 12, maximum permissible speed - 300 km/h, maximum operational overload - 6, run - 150 m, run - 150 m.
1 - engine, 2 - pedals, 3 - cabin fan air intake, 4 - wing hinge units, 5 - aileron control rods, 6 - aileron, 7 - rudder and tail wheel control rods (cable in a tubular sheath), 8 - control shaft , 9 - PLP-60 parachute, 10 - engine control lever, 11 - gas tank, 12 - elevator control rods, 13 - engine start handle, 14 - rubber engine mount shock absorbers, 15 - elevator, 16 - side control stick, 17 - flashlight lock, 18 - ignition switch, 19 - speed indicator, 20 - altimeter, 21 - attitude indicator, 22 - variometer. 23 - accelerometer, 14 - voltmeter

The A-8 was built very quickly, but did not start flying right away. The first takeoff attempt on the SLA-84 in Koktebel ended in failure: after a short takeoff run, the plane landed. I had to significantly shift the alignment back and change the angles of the wings. Only after these modifications, in the winter of 1985, the aircraft was able to take off, demonstrating all the advantages of the unusual aerodynamic configuration. Compactness, small wetted surface and, as a consequence, low aerodynamic drag inherent in aircraft of such an aerodynamic configuration, made it possible on the A-8, equipped with a 35 hp engine. s, achieve a maximum speed of 220 km/h and a climb rate of 5 m/s. Tests carried out by test pilot V. Makagonov showed that the aircraft is light and easy to fly; control, has good maneuverability and does not go into a tailspin. Its creators and professional pilots successfully flew the tandem. Readers will be interested in the assessment given to the aircraft by V. Makagonov:

— When performing runs on the SLA-84, the A-8 discovered an imbalance in the longitudinal control channel, as a result of which a significant diving moment from the rear wing developed during the takeoff run at a speed lower than the takeoff speed. This moment could not be compensated by the elevator. After the rally, the aerial practitioners solved the problem of a balanced takeoff by reducing the angle of the rear wing to 0°. This turned out to be enough so that during the take-off run, with the control stick fully taken over, the speed at which the tail wheel rises to the take-off position and the take-off speed practically coincide. After liftoff, the aircraft easily balances in the longitudinal channel. There are no tendencies to turn or roll. The maximum rate of climb is 5 m/s obtained at a speed of 90 km/h. In level flight achieved maximum speed 190 km/h. The aircraft readily increases speed to 220 km/h with a slight decrease and, when entering level flight, maintains it for a long time. Obviously, with a more successful selection of a fixed-pitch propeller, the speed can be higher. Over the entire speed range, the aircraft is stable and well controlled, cross-links in the lateral dynamics are clearly visible. With the control stick fully engaged and the engine running at low throttle at a speed of 80 km/h, a stall in the flow on the front wing is observed, the aircraft lowers its nose slightly, followed by the restoration of flow and an increase in pitch. The process is repeated in a self-oscillating mode with a frequency of 2-3 oscillations per second with an amplitude of 5-10°. The breakdown is not sharp, so the dynamics are smooth. There are no tendencies towards heeling and turning during a stall. The dependence of the forces on the handle and pedals on their stroke is linear with maximum values ​​of the forces on the ailerons and rudder, height not exceeding 3 kg and on the rudder not exceeding 7-8 kg. The aircraft uses a side control stick, so the costs of the stick are low. The aircraft demonstrated good maneuverability. At a speed of 160 km/h, the turn is performed with a bank of 60°, and the forced turn at a speed of 210 km/h with a bank of 80°. Wrist control, an ergonomically advantageous seat and a canopy that is excellent from a viewing point of view create fairly comfortable flight conditions.

On the eve of SLA-85, Aeroprakt was once again closed, and all aircraft were in a sealed room. Yuri Yakovlev and his friends had to make a lot of efforts before the A-8 and other club aircraft were delivered to Kyiv. Arriving at the rally a little late, the A-8 immediately attracted the attention of both spectators and specialists, and the magnificent flights of V. Makagonov largely contributed to the fact that the tandem became one of the most popular aircraft at the rally. When summing up the results, the A-8 was recognized as the best experimental aircraft. Its author was awarded prizes from the Central Committee of the Komsomol, the magazine “Technology for Youth” and TsAGI. On the recommendation of the technical commission of the meeting, by decision of the Ministry of Aviation Industry, the A-8 was transferred to TsAGI for purging in a wind tunnel, and then to the Flight Test Institute for more detailed studies in flight. The main prize for Yuri Yakovlev, of course, was an invitation to work at the OKB named after O.K. Antonov.

The A-8 is made entirely of plastic. The front and rear single-spar wings have approximately the same design. The wings are detachable, but have no spanwise connectors. When docking, the wings are inserted into special cutouts in the fuselage. The front wing is equipped with an RAF-32 aerodynamic profile and is installed at an angle of +3°, the rear wing with a Wortman FX-60-126 profile is installed at an angle of 0°.

The wing spars have a wall made of fiberglass and shelves lined with carbon fiber. The wings are covered in three layers (fiberglass - polystyrene foam - fiberglass). When gluing parts and assembling components of the A-8 airframe, various epoxy adhesives were used, mainly K-153.

The semi-monocoque fuselage also has a three-layer plastic construction. It is glued together with the keel. The landing gear consists of two kart wheels measuring 300x100 mm, installed in special fairings at the ends of the front wing, and a fiberglass spring spike with a steerable tail wheel measuring 140x60 mm. The main wheels are equipped with mechanical brakes. The role of the chassis shock absorber is performed by the rather elastic front wing itself. The aircraft control system includes: a flap on the front wing, which acts as an elevator, ailerons on the rear wing, and a rudder. The drive for controlling the ailerons and elevator is located on the side handle with small strokes, while the pilot’s handle in flight rests on a special armrest. Thus, the principle of hand control is practically implemented. The side control stick of the A-8 was highly praised by all the pilots at the rally.

The A-8 uses the RMZ-640 engine from the Buran snowmobile. The motor develops a power of 35 hp. With. at 5000 rpm. The propeller has a diameter of 1.1 m and a pitch of 0.7 m. The maximum static thrust of the propeller is 65 kg. The gas tank is located in the forward part of the fuselage under the pilot's feet. The engine is designed to use A-76 gasoline.

The only question that bothers me the most after reading this is:
What was the further fate of the A-8 aircraft?
Where did the A-8 aircraft disappear from the production range at the current Aeroprakt?

Ideas from our readers

YUAN-2 "Sky Dweller" at the MAKS-2007 air show

YaptsrnatiZnar

This aircraft will not yet be at MAKS 2009 - the design is being improved, and its next version is created largely from parts and components of the previous one. But at the last MAKS, the ultra-light YuAN-2 aroused great interest, despite being spoiled by numerous tests appearance. Because this is not just another SLA. The aircraft has an aerodynamic design - the so-called “vane canard” - which without exaggeration can be called revolutionary. In this article, the author of the idea and the head of the construction of experimental aircraft, young aircraft designer Alexey Yurkonenko, substantiates the advantages new scheme. In his opinion, it is ideal for non-maneuverable aircraft, and in this category - very broad, by the way - it can become the basis of a new direction in the development of world aircraft manufacturing.

The use of modern aircraft design technologies has led to a result that, at first glance, is paradoxical: the process of improving the performance of aircraft has “lost momentum.” New aerodynamic profiles have been found, wing mechanization has been optimized, and principles for constructing rational structures of aviation constants have been formulated.

ructions, the gas dynamics of the engines have been improved... What's next, has the development of the aircraft really come to its logical conclusion?

Well, the evolution of the aircraft within the framework of the normal, or classical, aerodynamic scheme is really slowing down. At aviation exhibitions and salons, the mass spectator finds a huge and colorful variety; experience

The same specialist sees fundamentally identical aircraft, differing only in operational and technological characteristics, but having common conceptual shortcomings,

“CLASSICS”: PROS AND CONS

Let us recall that the term “aircraft aerodynamic design*” refers to a method of ensuring static stability and controllability of the aircraft in the pitch channel 1.

The main and, perhaps, the only positive property of the classical aerodynamic design is that the horizontal tail (HO) located behind the wing makes it possible to ensure longitudinal static stability at high angles of attack of the aircraft without any particular difficulties.”

The main disadvantage of the classical aerodynamic design is the presence of so-called balancing losses, which arise due to the need to ensure a margin of longitudinal static stability of the aircraft (Fig. I). Thus, the resulting lift force of the aircraft turns out to be less than the lift force of the wing by the amount of the negative lift force of the aircraft.

The maximum value of balancing losses occurs during takeoff and landing modes with the wing high-lift devices extended, when the lifting force of the wing and, consequently, the diving moment caused by it (see Fig. 1) have a maximum value. There are, for example, passenger aircraft, in which, with fully extended mechanization, the negative lifting force of the GO is equal to 25% of their weight. This means that the wing has been oversized by approximately the same amount, and all the economic and operational indicators of such an aircraft, to put it mildly, are far from optimal values.

AERODYNAMIC DESIGN “DUCK”

How to avoid these losses? The answer is simple: the aerodynamic configuration of a statically stable aircraft must exclude balancing with a negative lift force on the horizontal

"Pitch is the angular movement of the aircraft relative to the transverse axis of inertia. Pitch angle is the angle between the longitudinal axis of the aircraft and the horizontal plane.

1 The angle of attack of an aircraft is the angle between the direction of the oncoming flow velocity and the longitudinal cmpoume.tbHuu axis of the aircraft.

For a “standard duck” with an area of ​​horizontal tail (front wing) within 15...20% of the area of ​​the main wing and an empennage arm equal to 2.5...3 V Cach (the average aerodynamic chord of the wing), the center of gravity should be located at within the range from - 10 to - 20% VSAKH. In a more general case, when the front wing differs in parameters from the tail of a “standard canard” or a “tandem”, in order to determine the required alignment, it is convenient to conventionally bring this arrangement to a more familiar normal aerodynamic design with a conventional equivalent wing (see Fig. .).

The alignment, as in the case of the normal scheme, should lie within 15...25% of the VEKV (chord of the conventional equivalent wing), which is as follows:

In this case, the distance to the toe of the equivalent chord is equal to:

Where K is a coefficient that takes into account the difference in wing installation angles, bevels and flow deceleration behind the front wing, equals:

Please note that empirical formulas and recommendations for determining alignment are quite approximate, since the mutual influence of the wings, bevels and flow deceleration behind the front wing are difficult to calculate; this can be accurately determined only by blowing. For amateur aviators to experimentally check the alignment of an aircraft with an unusual design, we recommend using flying models, including cord models. In aircraft manufacturing practice, this method is sometimes used. And in any case, for an amateur-built aircraft, the alignment determined by the formulas should be clarified when performing high-speed taxis and approaches.

based on materials: SEREZNOV, V. KONDRATIEV "IN THE SKY TUSHINA - SLA" "Modelist-Constructor" 1988, No. 3

The invention relates to aircraft with a front horizontal tail. The canard aircraft includes a wing, fuselage, propulsion system, landing gear, vertical tail and a biplane front horizontal tail (FH). The aircraft has a uniform loading of the wing and the airfoil per unit area, with the ratio of the distance between the airfoil planes to the arithmetic mean of the chord values ​​of each of the planes equal to 1.2. The invention is aimed at reducing the size of the aircraft. 1 ill.

The invention relates to aircraft with a front horizontal tail, mainly ultra-light, sport aircraft.

A canard-design aircraft is known, including a wing, fuselage, propulsion system, landing gear, vertical tail and biplane front horizontal tail.

For a canard-type aircraft, the load on the front horizontal tail (FH) per unit area is significantly less than that of the wing. This situation is a consequence of the fact that the ratio of the distance between the PGO plans to the arithmetic mean of the chord values ​​of these plans is only 0.7. Since the bearing area of ​​the PGO is used inefficiently, an increase in the size of the wing area and front horizontal tail is required, which increases the size of the aircraft.

The technical problem solved by the present invention is to reduce the size of the aircraft.

The problem is solved due to the fact that according to the invention, in a canard aircraft, including a wing, fuselage, propulsion system, landing gear, vertical tail and a biplane front horizontal tail (FH), there is a uniform load of the wing and FH per unit area, ensured by the ratio of the distance between the plans of the PGO to the arithmetic mean of the values ​​of the chords of each of the plans, equal to 1.2.

This design of the aircraft makes it possible to reduce its size.

The invention is explained concrete example its implementation and the attached drawing.

In fig. 1 shows a cross-section of a biplane front horizontal tail of a canard-type aircraft along a plane parallel to the base plane of the aircraft made in accordance with the invention.

The “canard aircraft” device includes a wing, fuselage, propulsion system, landing gear, vertical tail and a biplane front horizontal tail, consisting of a lower plane and an upper plane. In this case, the specific load of the PGO is equal to the specific load of the wing and is, for example, 550 newtons per 2.2 square meter. That is, there is a uniform load on the wing and PGO per unit area.

In fig. 1, the value of the chord of the lower plan 1 PGO is indicated by the letter bн, and the value of the chord of the upper plan 2 is indicated by the letter bв. The distance between the top 2 and bottom 1 plans is indicated by the letter h.

The chord bн of the lower plan 1 is equal to the chord bв of the upper plan 2 and is, for example, 300 mm. The distance h between plans 1 and 2 is, for example, 360 mm. In this case, the ratio of the distance h to the arithmetic mean of the plan chords is 1.2.

The value of this ratio ensures uniform loading of the wing and PGO for ultra-light sports aircraft. This follows from the following circumstances.

A decrease in the value of h leads, on the one hand, to a rearward shift of the aircraft's focus, which is positive until the load on the airborne space becomes equal to the load on the wing. On the other hand, a decrease in the value of h is accompanied by an increase in the inductive reactance of the PGO, which is certainly negative. In this regard, it is clearly impossible to determine exactly what distance between the PGO plans should be chosen. At the same time, it must be borne in mind that from the point of view of reducing the total area of ​​the wing and the anti-aircraft platform and, consequently, the size of the aircraft, the condition of uniform loading of the wing and the anti-aircraft platform per unit area must be met.

With the same or almost identical loading of the wing and the landing gear, the condition is met that the critical angle of attack of the wing is exceeded by three degrees over the critical angle of attack of the landing gear in their landing configuration. This condition is mandatory to prevent “pitch” - a sharp lowering of the aircraft’s nose due to a stall in the flow at the PGO. In this case, a slight difference in load is possible both in favor of the PGO and the wing.

The value of the above ratio was revealed through analytical studies and verification of their results through flight tests of an aircraft model, on which it was possible to change the distance between the PGO plans.

INFORMATION SOURCES

An aircraft with a canard design, including a wing, fuselage, propulsion system, landing gear, vertical tail and a biplane front horizontal tail (FH), characterized in that it has a uniform loading of the wing and FH per unit area, ensured by the ratio of the distance between the plans of the FH to the arithmetic mean of the chord values ​​of each of the plans, equal to 1.2.

Similar patents:

The invention relates to the field of aviation, in particular to the designs of high-speed aircraft. The aircraft contains a fuselage with a control cabin, a delta-shaped wing, engines installed elevated above the wing, a tail unit, and a landing gear.

The invention relates to aviation, more specifically to heavier-than-air vehicles, namely to “duck” aircraft, and can be used in the design of passenger and transport aircraft to increase their efficiency and fuel efficiency.

The invention relates to the field of aircraft. The nose part of the aircraft contains a control cabin with a cone-shaped head extended forward, equipped with a wedge-shaped part rotating on the vertical axis, the end of which is sharp towards the oncoming air flow, has the ability to deflect left and right at an angle from 0° to 10° using a rotary hydraulic motor/pneumatic motor and performing oscillatory movements leading to a sinusoidal flight path of the aircraft. The invention is aimed at increasing the maneuverability of an aircraft in the horizontal plane. 1 salary f-ly, 3 ill.

The invention relates to light-engine aircraft. The motor glider contains a fuselage, an engine, a main wing and an auxiliary wing, drive levers for controlling the wings, a rudder, a wheel, and an elevator. The main wing is equipped with hinge units, two of which are located symmetrically relative to the transverse axis of symmetry on the spar. One hinge unit is located on the auxiliary spar and secured to a stand, which is hinged to a slider movably installed in the frame guides, and is connected to the steering wheel stand by a spring-loaded rod. The auxiliary wing consists of two independent consoles, movably mounted on a transverse axis, fixedly fixed in the nose of the frame, equipped with levers connected by rods to a double-armed steering wheel lever. The front wheel strut, movably mounted in the frame bushing, is equipped with a wheel fairing made in the form of a rotating keel, and is equipped with a double-arm lever equipped with compensators. The invention is aimed at improving flight safety. 1 salary f-ly, 9 ill.

The group of inventions relates to aerospace technology and can be used for flights in the atmosphere and outer space, when taking off from the Earth and returning to it. The aerospace aircraft (AKS) is made according to the “duck-tailless” aerodynamic design. The nose planes and wings form, together with the fuselage, a delta-shaped load-bearing surface. A nuclear rocket engine (NRE) contains a heat exchange chamber coupled to nuclear reactor through radiation protection. The working fluid is (partially) the atmosphere, liquefied by on-board liquefaction units. The feeding and cooling onboard turbo units and turboelectric generators, as well as control jet engines, are connected to a heat exchange chamber with the ability to operate directly on the main working fluid. When the sustainer nozzle is turned off, the YARD is equipped with a special locking device. In long-term aerospace flights, the AKS is periodically refueled with a liquefied atmospheric medium. The technical result of the group of inventions is to increase the efficiency of nuclear powered rocket engines by increasing their thrust-to-weight ratio and thermodynamic quality while ensuring flight stability and controllability. 2 n. and 3 salary f-ly, 10 ill.

The invention relates to the field of aviation technology. A supersonic aircraft with wings of a closed structure (SSKZK) has a glider with a front horizontal tail, two fins, a low-mounted front wing having end wings connected in an arc to the ends of a high-mounted rear wing, the root parts of which are connected to the ends of the fins deflected outward, a fuselage and turbojet dual-circuit engines (turbojet engines). The SKZK is made according to the aerodynamic design of a longitudinal triplane with swept wings of a closed structure multidirectional in the transverse plane. The front and rear parts of the turbofan engine nacelles are mounted in kinks under the inner part of the rear wing and above the inner part of the variable-sweep stabilizer of the U-shaped tail, which has on the left and right consoles both internal control surfaces mounted on the inner sides of the corresponding nacelles, as well as leading and trailing edges . The combined power plant has booster-propulsion turbofan engines and an auxiliary sustainer ramjet engine. The invention is aimed at improving the natural laminar supersonic flow around the wing system. 4 salary f-ly, 3 ill.

The invention relates to aviation. A supersonic aircraft with tandem wings has a longitudinal triplane layout and contains a fuselage with smoothly interfacing swells of a delta-shaped wing (1), a low-mounted rear wing (8) of the reverse “gull” type, a front horizontal tail (6), a vertical tail made together with a stabilizer (7), two turbojet bypass engines, the front and rear parts of which are mounted respectively under the gull-type wing and on their outer sides with stabilizer consoles and a tricycle landing gear. The fuselage (3) is equipped with a cone-shaped sound boom absorber (4) in the nose fairing (5). The wings are made respectively with negative and positive angles of their transverse V, have a variable sweep and form a diamond-shaped closed structure when viewed from the front. The stabilizer is made of a reverse V-shape with a rounded top and is equipped with an engine nacelle (14). The invention increases the aerodynamic efficiency of the aircraft. 6 salary f-ly, 1 table., 3 ill.

The invention relates to the field of aviation technology. The supersonic convertible aircraft contains a glider including a front horizontal tail, a vertical tail, a front triangular gull-type wing, a rear wing with trapezoidal consoles, a booster-propulsion jet engine and auxiliary sustainer ramjet engines. The front wing and rear wing are placed in a closed longitudinal triplane structure with the ability to transform the flight configuration. The invention is aimed at increasing noiselessness of flight by improving laminar supersonic flow around the wings. 5 salary f-ly, 3 ill.

The invention relates to aircraft of the “duck” and “normal” configurations. The aircraft (AV) includes a mechanized wing and a feathered horizontal tail unit (FLT), with which a servo rudder is connected. The FGO (1) with the servo steering wheel (3) is hinged on the rotation axis. The derivative of the FGO lift coefficient with respect to the angle of attack of the aircraft increases from zero to the required value due to the fact that the angle between the base planes of the FGO (1) and the aircraft changes as a multiple of the change in the angle between the base planes of the servo steering wheel (3) and the aircraft when the angle of attack of the aircraft changes by the mechanism from elements (4, 5, 6, 7, 8, 9, 10). In the “canard” the angle of rotation of the FGO is less than the angle of rotation of the servo steering wheel, and in the normal configuration it is greater. As a result, in both schemes the focus is shifted back. In a normal design, this makes it possible to increase the load on the stabilizer - FGO, and in the "canard" - to use modern means of wing mechanization while maintaining static stability. The invention is aimed at reducing the wing area by optimizing the load on the horizontal tail. 3 ill.

The invention relates to aviation technology. An aircraft (AC) of the "vane canard" aerodynamic design contains a mechanized wing and a weathervaned front horizontal tail unit (FHEA) (10) with a servo steering wheel (3), which are hinged on the axis of rotation OO1. The derivative of the FPGO lift coefficient with respect to the angle of attack of the aircraft increases from zero to the required value due to the fact that the angle between the base planes of the FPGO (10) and the aircraft changes only by a part of the change in the angle between the base planes of the servo rudder (3) and the aircraft when the angle of attack of the aircraft changes mechanism of elements (11, 12, 13). For pitch control, the OO3 axis has the ability to move towards or away from the OO1 axis, while its position is fixed by the rod (14), which is an element of the control system. The invention is aimed at reducing the wing area by equalizing the cruising load of the FPGO with it. 3 salary f-s, 4 ill.

The invention relates to aviation. The supersonic convertible aircraft contains a fuselage (3), a trapezoidal pre-stage, a stabilizer (7), a power plant including two afterburning turbojet engines in nacelles located on both sides of the axis of symmetry and between the fins (18), mounted at the end of the fuselage (3) on its upper and lateral parts. The aircraft also contains a front wing (1) with an overflow (2), made with variable sweep of the “reverse gull” type, equipped with slats (8), pointed tips (9), and flapperons (10). At the rear and below the surfaces of the first wing (1), all-moving rear wing consoles (13) are installed on the beams, equipped with flaps (14), with the ability to rotate in a vertical transverse plane around the longitudinal axis on the rotating middle part (15) of the beam. The aircraft also contains a U-shaped tail having fins (18) with a crescent-shaped trailing edge and all-moving developed pointed tips (19). The invention improves lift and controllability and increases aerodynamic efficiency, as well as reduces aircraft noise. 3 salary f-ly. 1 ill.

The invention relates to the field of aviation, in particular to aircraft structures vertical take-off and landing (VTOL). The VTOL aircraft is made according to the "canard" design, equipped with an additional tail elevator, consisting of a bow section and a tail section with lower and upper surfaces fixed with the possibility of rotation on the axis of rotation. The width of the tail elevator is equal to the width of the fuselage. The nozzle of each lift-flight fan is equipped with side limiters of the air flow from the fan. The rotating profiles of the gratings are made in the form of prefabricated flexible blades, and the outlet section of the nozzle is made of a complex shape with upper and lower horizontal flexible edges. The engine exhaust nozzles are adjacent to the upper surface of the additional tail elevator, and longitudinal ridges are installed along the edges of the lower surface of the fuselage. The ability to obtain additional lift during takeoff, landing and transitional flight conditions is achieved. 5 salary f-ly, 4 ill.

The invention relates to aircraft with a front horizontal tail. The canard aircraft includes a wing, fuselage, propulsion system, landing gear, vertical tail and a biplane front horizontal tail. The aircraft has a uniform loading of the wing and the airfoil per unit area, with the ratio of the distance between the airfoil planes to the arithmetic mean of the chord values ​​of each of the planes equal to 1.2. The invention is aimed at reducing the size of the aircraft. 1 ill.