RU2349505C1 - Method of creating aircraft lift (versions), method of flight, non-aerodynamic all-weather vtol aircraft "maxinio" (versions), methods of take-off and landing, aicraft control method and system, fuselage, wing (versions), thrust reverse and method of its operation, landing gear system, gas separation and distribution system - Google Patents

Abstract

FIELD: aeronautical engineering.

SUBSTANCE: set of invention relates to aeronautical engineering. The methods of creating lift, taking off, flying and landing feature separation of air flow designed to produce opposite parts of jet thrust of blowing over the carrier surfaces. The aircraft comprises fuselage, power plant, air flow intake assembly and wing leading-edge air flow distributor. Fuselage includes the system of lines feeding air flow from the turbojet engine compressor to the aforesaid wing leading-edge air flow distributor. The wing comprises leading-edge air flow distributor. In compliance with the other version the wing outer surface has slots communicating, via appropriate ducts, with the air intake slows. The methods of flight control, taking off, flying and landing comprise using the system of control of aerostatic lift. The aircraft control system comprises a subsystem designed to control aerodynamic lift and that to control aerostatic lift. Thrust reverse incorporates the system controlling flaps and grids intended for separation the jet thrust into parts. The thrust reverse operating technique features using the aforesaid system of controlling flaps and grids. Three-leg landing gear comprises low-pressure tires. Gas separation and distribution system comprises pipelines communicating with the air intake receiver.

EFFECT: reduced dependence of flight upon weather conditions.

43 cl, 27 dwg

Description

 The invention relates to the production and operation of aviation equipment and its infrastructure, mainly cruise aircrafts of cargo and passenger use, deck, including turbofan engines, turbofan engines as a power plant, and in particular to methods for creating lift, flight, take-off and landing, control of an airplane in flight as well as the design of non-aerodrome aircraft for vertical take-off and landing, reverse thrust and the method of its operation, the carrier plane and the aircraft chassis, gas separation and gas distribution systems.

All aircraft known in science and widely used in business practice are manufactured according to the laws and regulations of aerodynamics, requiring laborious and expensive infrastructure to use this technique, since the aerodynamic principle only functions when the moving load-bearing wing interacts with the air and the earth’s surface and at very high speed at a great, besides, height.

It is this property of airplanes on the aerodynamic principle that determines the main drawback of this type of aircraft: it performs the main function well - high-speed movement of the payload (cargo, passengers; weapons) at the main stage of the flight - at the echelon of movement from the take-off point to the flight target or during flight tasks. However, at the take-off and landing stages, high speed is a big and dangerous drawback: even when it is reduced to the maximum possible level, it remains so high that the consequences of emergency situations on landing have catastrophic results. This reduces the reliability of flights even with extremely high requirements for flight personnel: qualifications, health, mode and condition. The dependence of flights and their results on weather conditions is also being tightened. It is because of the high speed determined by aerodynamics that the majority of flight accidents resulting from technical malfunctions develop into a catastrophe, since due to the high speeds of flight, takeoff and landing for a safe landing in an emergency situation at a distance from the runway, the chances are practically no. And the length of the airfield runways, their wear and the high cost of construction and periodic repairs also do not belong to the advantages of the aerodynamic principle in the manufacture of aircraft and flight practice. And the large areas of the runway, taxiways and lighting equipment of the lanes and tracks, in addition to the cost of capital construction and the high cost of tickets and other aviation technical services, determine the location of airports at a great distance from cities with additional costs and inconveniences of using aviation services. It is possible that the described aerodynamic shortcomings, in particular, became the basis for scientists in the search for new principles for creating the lifting force of aircraft. For example, the method of movement in space with magnetohydrodynamic (MHD) acceleration described in the AiF newspaper No. 5 (48) for 1996 on page 3 or a project for the creation of a reusable ship with an MHD AXNS (ibid.). The Rossiyskaya Gazeta, dated September 6, 1996, describes studies with the breakdown of components of a substance used as fuel for a new type of engine on page 28. However, the costs of creating these engines even for space purposes are so enormous and unrealistic that in the next 50 years will remain fantastic projects also due to the limited need for space travel.

An equally global challenge is the problem of providing local airlines with aircraft services, which is the only opportunity in Russian open spaces. But so far, on the contrary, in the period of transition to market relations, the level of providing the population with these services has worsened. One of the evidence of this, according to Vadim Ivanov, Academician of the Transport Academy of Russia, director of the Aeroproject, State Design and Research and Research Institute of Civil Aviation, is the closure of about six hundred and a half thousand airports operating in Russia during the Soviet era.

The situation is aggravated by the deterioration of the aircraft fleet - up to 60% of the operating vehicles have used up their resources and are subject to replacement.

Thus, the above set of reasons, which entails high costs for restoring the level of security for Soviet-era aviation services, can be combined with a change in the fleet to significantly improve the comfort of transport services using the industrial infrastructure of the aircraft industry with doubling the volume of transport services due to the aerostatic principle of creating aircraft lift by restoration of the fleet with vertical takeoff and landing aircraft with several The axial regulation of their lifting force, conventionally called aerostatic.

Aerostatic lifting force is undeservedly limitedly applied in applied aerodynamics, for example, in the method of conducting experiments in a wind tunnel, US Pat. RF №2063014, G01M 9/00 for 1996, with the law of circulation. This narrow area of aerodynamics does not reflect the true significance of this law for the global economy, and this mistake of aircraft designers complicates the life of the world's population even in industrialized countries and increases transport costs. And the importance of improving the reliability of air travel by aircraft manufactured using the law of traffic circulation follows from the analysis of statistics on flight accidents resulting from flight accidents, aircraft failure and lack of time to make the right decisions when they appear due to the high speed of flight.

Historically, the first and most widespread way of flying aircraft heavier than air was the flight of a winged aircraft - a propeller-driven aircraft with a propeller. The physics of this process consists of a three-stage conversion of fuel energy into the aerodynamic properties of an airplane. In the engine, from the fuel energy, a rotor of the propeller is created with air flow and thrust, which is converted to taxiing speed to the runway and take-off run for take-off, with the beginning of which the flow around a wing moving in the air is converted into a lifting force proportional to the take-off or flight speed. The difference between jet flight is that the air-gas stream that creates the rotation of the rotor is located inside the engine and the reactive force is converted to speed with lift. Thus, in these variants of movement, simultaneously with the increase in the horizontal speed of the wing and synchronously with it, the vertically directed lifting force increases, which, upon reaching the weight of the aircraft, “tears” it off the surface of the runway, after which the aircraft additionally increases the speed during take-off operation of the engines for transition climb at reduced speed. And the lifting force is formed by flowing around a specially shaped profiled wing moving in the air, i.e. this force is aerodynamic. After climbing to a predetermined flight level, the aircraft goes into horizontal flight at cruise mode - 0.7 take-offs and less until approaching the landing aerodrome, then begins to lower and prepare for landing at lower revs, sometimes flying in a circle over the landing aerodrome before its turn to land, as the aircraft are forced to land only on the runway. After waiting for its turn to land, the aircraft from the fourth turn goes to the landing glide path and begins planning from an intermediate circle height with a gradual decrease in speed to the landing at the landing height, at which the lifting force becomes equal to the landing weight of the aircraft and decreases so much that this weight will lower the moving one from very high speed aircraft before the landing gear wheels are in contact with the runway surface. To reduce the speed and path length after touching, the pilot engages reverse thrust and the engine switches to cruise mode for short-term creation of jet thrust opposite to the airplane’s run.

The presence of an airplane run along the runway with the engine (s) operating in take-off mode or a run along it during landing with the reverse turned on, in addition to increasing fuel consumption and flight weight, the cost of the runway, the aircraft due to the need to include a complex apparatus that is expensive to manufacture and operate landing gear, with an increase in the area of the airport creates the problem of excess engine noise, standardized by international standards.

In science, there are known solutions to improve the method of creating lift, such as a method of changing the aerodynamic characteristics of a subsonic aircraft with the selection of heated gas to blow its surfaces through local blowing zones, including on the lower and upper surfaces of the wing bearing planes described in RF patent No. 2282563 , B64C 21/04 for the year 2004. With all the technical attractiveness of this method requires a very significant investment of time and money to use because of the need to create an almost new infrastructure. The described shortcomings of the aerodynamic principle of creating the lifting force of ground and deck-based aviation certainly influenced the appearance of vertical take-off and landing aircraft. However, all known variants of aircraft of this type also use the aerodynamic principle of creating thrust, and provide lift on takeoff and landing by changing the direction of thrust from horizontal to vertical. This is ensured by performing a wing with engines rigidly mounted on it with the possibility of articulated angular movement at an angle of 90 °, they supply the aircraft with a wing with screws at the ends of each half-wing with an automatic swash of the hinged fastening points of the screws for vertical landing or take-off, such as in the way of a vertical airplane flight take-off and landing described in the application 2005105277/11, B64C 29/00. In the patent of the Russian Federation No. 2276043, В64С 27/22, F02K 1/60, 3/04 for 2004 for the implementation of aircraft and helicopter flight modes, the aerodromeless aircraft is equipped with a lifting turbofan integrated in the lower lifting-bearing plane, marching and tail turbofan engines.

The method of changing the aerodynamic characteristics of the control surfaces of the aircraft described in US Pat. RF №2272746, В64С 9/00, 21/04 for 2004, consists of the selection of part of the air flow, for example from the compressor, for local blowing, including on the upper and lower surfaces of the bearing planes of the wing, through the regulating bodies along the sealed supply lines it to zones of local blowing of the selected part of the stream, flat in configuration, located at the leading edge of each half-plane of the wing in the take-off, landing and maneuvering modes of the aircraft. Known, according to the patent of the Russian Federation No. 2270786, B64D 5/00, B64F 1/04 for 2004, a method of takeoff and landing of an aircraft by interacting with an end grip of a cable, the second end of which is connected to a platform moving along the annular guides of the air harbor.

In the application 2005105277, B64C 29/00 describes a method of takeoff aircraft vertical takeoff and landing with the vertical position of the axes of the propeller shafts and then translating them into a horizontal position for transition to horizontal flight. The complication of the design of the aircraft according to the application 2005105277, due to the introduction of hinges to connect the wing with the fuselage and the drive to change the position of the wing, increases the weight of the aircraft.

The presence of an air harbor with a platform in patent 2270786 significantly reduces the length of the air harbor, however, in this method, when taking off and landing, the device is “tied” to both the harbor and the platform, and it is doomed to the rest of the flight path in the vicinity of the harbor and at any point on the route in an emergency, like traditional aircraft that implement the aerodynamic principle of creating lift. According to RF patent No. 2278060, B64F 1/00, 1/18 for 2005, there is a known method of landing an unmanned aerial vehicle with bringing the aircraft into the coverage area of ground landing equipment, guiding it along a given path to the landing pad with a decrease in its speed to reach the point touch.

The disadvantage of this landing method is also the aerodynamic principle of flight, which leads to a high speed of contact of the device with ground equipment, requiring additional blanking using special ground means and installed on the device.

From auto No. 1816708 for 1990, the Vakula aerostatic aircraft with inert lifting gas in a toroidal tank with a power unit of an electric generator and an electric motor with a propeller, a crew compartment, a cargo compartment, a solar battery on the surface of the device and a hydrogen turbodiesel-generator installation, the opposite superconducting, is known electric motor and winch. According to the patent of the Russian Federation No. 2268845, B64C 27/00, 29/00 for 2004, the TURBOLET aircraft with ring wings made with the possibility of tilting an oppositely rotating wing system to transfer to horizontal flight is known.

Improving the technical characteristics of a propeller aircraft, described in RF patent No. 2252177, B64D 27/24 for 2003, is achieved by performing a wing with an opening for taking air from the flow inhibition zone into the internal cavity of the wing and longitudinal exit slots along its entire length along the contour.

Channels parallel to each other in each half-wing along its span, coupled with the vertical part of the canals, are used to improve the operational properties of a transport aircraft, known from RF patent No. 2284948, B64C 21/10 for 2005.

The achieved improvement in operational properties in the known solutions is associated with the complication of the design (US Pat. No. 2268845), the weakening of the bearing capacity of the wing due to the implementation of the wing with an opening for air extraction from the braking zone (US Pat. No. 2252177) or hollow (patent No. 2284948).

In patents of the Russian Federation No. 2174089, В64С 1/00 for 2000 and No. 2282560, В64С 1/00, 5/02 for 2004, aircraft with a supporting fuselage are known to improve their aerodynamic properties by improving the shape of the fuselage: flattening the lower surface of the front of the fuselage in the first solution and the nasal gradually expanding part of it in the second. According to the application of the Federal Republic of Germany No. 1481622, B64C 1/00 for 1970, the fuselage of an aircraft with a cross section of several circular sections turning into each other with vertical and longitudinally vertical force elements at the intersection points is known.

By auto USSR No. 467570, B64C 3/18 for 1984, the wing of the aircraft is known, made of skin, mounted on a power set of spars, ribs and stringers. By auto No. 1816714, ВСС 23/02 for 1987. The wing contains a center section with rotating shafts in its front and rear edges with an endless ribbon stretched over them. The wing according to the patent of the Russian Federation No. 2081791, B64C 21/02, 23/06 for 1997 is made with the upper surface in the form of separate aerodynamic elements with the formation of channels and cracks between them.

According to US Pat. RF №2286286, В64С 3/14, 5/14, 5/16, 9/12 for 2004 the known bearing surface containing a fixed surface and pivotally connected to it at the end of at least one control surface made along the wingspan with symmetric or asymmetric contours of the upper and lower contours of each of them.

The active wing described in patent 2281877, B63B 1/24, B63H 11/03, B63C 3/32 for 2004, is made with an accelerator of the active medium and an output nozzle. The wing accelerator consists of a series of nozzles, including with the exit of one in the other with the formation of cavities, one of which is at least connected to the feed and suction device of the current medium and is equipped with flow control means.

According to US Pat. US No. 3644611, class 244-12, in 1972, a vertical take-off and landing airplane is known, the wings of which are equipped with an ejector in the form of an aperture longitudinal in the wingspan, closed with flaps on its lower surface. Along the opening, front and rear of it, slotted nozzles are made into which the exhaust gases of turbojet engines are fed.

The aerodynamic profile according to the patent 2086458, B64C 3/14, 21/04 for 1997 is made with a gap along the chord of the profile with dampers at the inlet and outlet with jet mechanization, simultaneously closing on the cruiser and opening at take-off and landing.

A disadvantage of the known solutions is the limitation of the functionality of the aerodynamic function.

According to the application of the Russian Federation No. 2005104454/11, B64C 9/02, 9/04, 9/12, a method for controlling an aircraft is known, which consists in controlling the position of the device in flight by distributing pressure along the bearing surface by deflecting the trailing edge and wing flaps, horizontal and vertical plumage. Most of the known mechanisms for controlling the aerodynamic surfaces of an aircraft contain components and assemblies associated with these surfaces and controls via articulated joints, rods, including cable, rocking chairs and levers. These are the mechanisms described in RF applications No. 2004138780/11, 2005110357/11, B64C 1/00, or in the patent for a utility model of the Russian Federation No. 50514, B64C 3/28 for 2005. Also known is the control device described in application No. 2005104454/11. This device contains deflectable trailing edges and extendable shields from the wing slots and drives for their deflection, connected to the controls in the cockpit.

The aerodynamic surface control mechanisms described in them are characterized by the dependence of the bearing surface efficiency on the flight speed and the value of the lifting aerodynamic force inextricably dependent on it.

The disadvantage of these and other known solutions of the wing and aircraft is the low operational functionality.

The disadvantage of the chassis of the known winged aircraft is their negative profitability associated with the large weight of the landing gear during extremely short active use during take-off and takeoff run of the aircraft.

The large weight of the chassis is due to the high speed of wheel contact with the runway at landing due to the significant strengthening of all components and parts of the chassis to ensure its reliability, but this increases tire tread wear and, accordingly, the frequency of change of the chassis wheels with an increase in the complexity of maintenance. And as you know, each kilogram of the weight of aircraft units must correspond to four kilograms of the weight of the aircraft and, consequently, the total irrationally used weight of the landing gear also increases many times the weight of the fuel required for many hours of transportation of unnecessary weight in flight, used only when the aircraft moves along the runway.

For vertical take-off and landing aircraft, this unnecessary weight is either camouflaged by the weight of complicating the design or the introduction of no less heavy units, for example, a lift fan motor (turbofan). Devices for the promotion of aircraft wheels (US Pat. RF No. 2041138 or 2036119) additionally increase the weight of both the chassis and the aircraft or the complication of wheel manufacturing technology, as with wheels with an aerodynamic drive with a deterioration in the spin of these wheels (US Pat. RF No. 2102284).

The large weight of the known landing gears is illustrated by the main landing gear of the patent of the Russian Federation 1821416, B64C 25/66 for 1993 or the main landing gear of the aircraft by the RF patent 2099245, B64C 25/12 for 1997 and is confirmed by a simple but long listing of those involved in the implementation of these shortest time functional operations: a rack with wheels or wheeled trolleys, with a mechanism for cleaning and releasing racks, locks of the released and retracted positions, brake and steering systems, as well as an alarm system.

In general, among the well-known solutions of any industry, including landing devices, those prevail in which the improvement of operational and / or functional properties is achieved due to a significant complication of the device, which is accompanied by an increase in weight, the complexity of manufacturing and maintenance in operation, which makes them, at least, not popular. The proof of this trend is the landing gear of the aircraft “Plane V. S. Grigorchuk”, US Pat. RF №2086478, В64С 39/08, В64D 41/00 for 1995, paragraph 2 of the formula.

The gas separation and gas distribution system of a vertical take-off and landing airplane described in USSR Patent No. 799636, V64C 29/00, 13/04 for 1981 consists of an air-gas engine path and a gas supply system from the engine to the slit nozzles of the flaps and flaps. The engine air path consists of lateral air intakes with a rectangular cross-section, the rear sides of the channels of which are connected to the inlet guide apparatus of the engine connected to the compressor. In the combustion chamber, air is mixed with the combustion products of the fuel and this gas stream travels in cruise flight through the turbine and nozzle completing the gas path. For vertical take-off and landing, the part of the gas stream taken from the tract is connected to the slotted nozzles of the wing ejectors and horizontal stabilizers of the tail via the mains connected to the tract.

The difference between fighter aircraft is the absence of some highways of the gas separation system, for example highways for supplying gas to the engine (s) from the APU, as well as highways and air conditioning systems.

The closest in technical essence to the claimed method of creating a lifting force is the method described in US Pat. RF №2002671, В64С 9/00 for 1991. It consists of the formation of an accelerated fluid flow of variable intensity and its direction in the direction opposite to the movement above the supporting surface, while the amplified flow is formed of two components, the intensity of which is changed simultaneously or differentially and the traction vector is changed in this direction.

The closest in technical essence to the claimed flight method is the support method described in RF application No. 2005141523/11, B64F 1/36 during landing or take-off of the aircraft. The air-gas flow created by the jet engine for supplying energy to the aircraft is regulated depending on the situation, including braking the aircraft before it crashes, then increasing the horizontal flight speed in the desired direction or landing the machine from the hovering position above the touch point of the supporting surface with the formation for this air-gas flow of at least one turbojet engine with a means of regulation by switching the flow.

The closest in technical essence to the claimed method of takeoff is the method of takeoff of an aircraft of vertical takeoff and landing, described in the "Operation" section of RF patent No. 2095282, V64C 29/00 for 2005.

For its take-off, engines are started and gas and air flows from the nozzles of the common chamber are fed to the wings opposite them and to each other along their entire length. The flow of high-velocity gas air flows perpendicular to the fuselage of the wing profiles creates only vertical lifting force without horizontal movement when the gas-jet rudders are guide-guards are neutral and lift to a safe height at this aerostatic lifting force, at a safe height they move to increase horizontal speed in the required direction by deflecting guide shields. The reactive force and horizontal and vertical movement speeds created by the deflection of the shields are controlled by the engine speed (ля), and the flight direction and the position of the aircraft are controlled by the guiding shields by the reaction of a gas stream from nozzles with aerodynamic control of the aircraft.

The closest in technical essence to the claimed landing method is the aircraft landing method described in the patent of the Russian Federation No. 2278801, B64C 29/02, 25/40 for 2005. The landing of an unmanned aerial vehicle of the aerodynamic type according to this method is performed with complete extinction of the vertical speed to a soft landing by transferring the power plant to autorotation with precession and rotation of the wing by an angle of 90 °.

Complete damping of the vertical speed in this method eliminates the need for ground equipment, however, its use is limited only to aircraft with a hinged wing on the fuselage, which complicates the design and increases the weight of the device by introducing the wing drive into the design.

The closest in technical essence to the claimed vertical takeoff and landing aircraft is a transport aircraft described in RF patent No. 2094307, V64C 1/00, V64D 33/02 for 1994. It consists of a fuselage with jet engines in the diffuser installed in the rear part, made with suction slots associated with a combined device, including the ejecting and pressure parts of the air ducts with nozzles.

An air intake channel located on the fuselage is located in the fuselage, and the engines are equipped with means for changing the direction of the thrust vector. The suction slots are made on the edge of the combined means and connected to the inputs of the engines, and equipped with adjusting means.

The closest in technical essence to the claimed solution - the fuselage is the fuselage of the aircraft, described in US Pat. RF №2270135, В64С 1/00 for 2004. It contains a cylindrical body made of frames, stringers and the sheathing connected with them with transverse elements of the frames and power elements, divided by partitions into an airtight part - a pilot cabin with a passenger compartment or a cargo compartment with openings for doors and windows, on-board systems and attachment points to it center section, tail unit and bearing planes.

The closest in technical essence to the claimed wing is a wing for an aircraft, including an ejector in the form of two flaps arranged in series along the wing chord, flaps downward with a slit nozzle for blowing air onto their faces facing one another in a deflected position, corresponding to vertical and transitional modes flight, while one of the flaps is deflected up and down the tail of the wing, US Pat. USSR No. 541426, B64C 21/02 for 1973. Known fuselage and wing do not have sufficient operational functionality and are designed only to implement the aerodynamic principle of flight.

The closest in technical essence to the claimed thrust reversal is the thrust reversal of the NK-8-2U engine, installed on the TU-154 aircraft and described in the NK-8-2U turbofan engine operating manual. Addition to the technical description of the engine NK-8-2 82U.000501DD, pp. 78-81, 94-102, Fig. 58. "

It consists of sashes, the shifting levers of which are mounted in pairs diametrically positioned on the nozzle spacer in pairs with the possibility of rotation through an angle of 90 °. The ends of the levers are connected to the rods of the air cylinders, each reverse leaf in the inoperative position is located in the corresponding window of the spacer for the gratings, the blades of which change the direction of the air-gas flow after the sashes are shifted. The control system is equipped with locks to lock the leaves in the shifted positions and has a kinematic connection with the engine operation control system. A disadvantage of the known thrust reverse is the lack of functionality due to the possibility of using the reverse only when the aircraft runs after touching the landing gear wheels of the plane.

The closest in technical essence to the claimed method of controlling a non-aerodrome all-weather aircraft is the aircraft control method described in RF application No. 2005104454/11, including deflecting the trailing edge of the bearing surface and extending the shield from the wing slit to change the position of the device.

Closest to the technical nature of the claimed control system is the control system of an aircraft of vertical take-off and landing, described in USSR patent No. 799636. This system contains means for changing the direction of the thrust vector, deflected trailing edges, an ejector slot device and drives for their control and regulation, including vertical and transitional flight modes, wiring and adjustment means fixed to the fuselage elements. The controls contain a control knob and pedals in the cab, connected by control wiring to power drives used at least in horizontal flight. The dependence of the magnitude of the lifting force on speed is a positive factor that provides a solution to the main task of transport equipment - the movement of goods from the take-off point to the landing site. However, on takeoff and landing, the high speed of vertical and horizontal movement becomes just as great a negative - a dangerous factor, and all the known solutions of aerodynamic aircraft, methods and control mechanisms do not resolve this contradiction of aircraft.

The closest in technical essence to the claimed chassis system is the chassis system described in the patent of the Russian Federation No. 1816715, B64C 25/66 for 1993. It consists of two main struts pivotally attached at one end to the wing spar and one tail or nose strut pivotally connected to the fuselage at one end. At the free end of each rack mounted axially stationary wheels. The search for analogues of the chassis and aircraft since 1941 did not reveal the emergence of new trends in the design of the chassis and aircraft, except for those operating on the aerodynamic principle. Unshakably traditional flaws and maintenance technology remain.

The closest in technical essence to the claimed gas separation and gas distribution system is the system described in RF patent No. 2284283, B64D 37/22 for 2005. It consists of a line connected to the air conditioning system, a line for boosting fuel tanks, and also has one, at least, a line connected to the path of one at least the engine and equipped with control and regulating equipment with the possibility of bypassing part of the flow from the air gas path to the ejector, gas supply lines from the APU to the engine starter (s). Traditionally, this solution has little functionality, since the system does not have the ability to provide a static phase of flight - vertical movement in hover mode.

The inventions solve the problems of improving the reliability of air transportation while reducing the dependence of flights on weather conditions with its complete exclusion from airports and their lighting equipment while simplifying the flight support infrastructure, especially on local airlines, as well as providing development reserves with a reorientation of areas of international and intercontinental airports, reducing the flight weight of the aircraft, improving the efficiency of their operation, the volume of maintenance with a cost of replaceable at the same time nodes of the landing device.

The essence of the invention of a method for creating the lifting force of a non-aerodrome all-weather aircraft of vertical take-off and landing, including the formation of an accelerated fluid flow of variable intensity and its direction in the direction opposite to the direction of the aircraft’s movement, for example along a supporting surface, an amplified flow is formed of two components, with simultaneous or differentiated change their intensity and produce a deviation of the thrust vector, for which the combined regulation of the lifting force of the aircraft is carried out including the aerostatic or aerodynamic principle of creating lift, corresponding to the phase of flight, excluding the horizontal movement of the aircraft on takeoff and landing and creating aerostatic lifting force by means of the law of rotation, and adjusting its magnitude and speed of vertical movement, excluding horizontal movement by separation of jet thrust into parts with the formation of equal and oppositely directed relative to the direction of movement of the parts with simultaneous Splitting selected portion of the air flow blowing on bearing surfaces of the wing and the horizontal tail, and feeding the other part of the steering wheel to the gas jet, followed by ejecting blown wing and the horizontal tail part of the flow in the central part of the jet nozzle or in the gas-air receiver.

To create aerostatic lifting force from the air intake, compressor, and / or the second circuit of one at least the engine, and / or the airborne starting system, a part of the air flow is taken out and released before the leading edge of each half-plane of the wing and / or horizontal tail the bearing surface, and on their trailing edge, respectively, this flow is ejected by air intakes, from which the flow moves along the corresponding ejection line into the gas flow of the turbine or jet nozzle, for example measures to the central part of the stream.

To flow around the wing surface, a part of the air flow is taken from the channel of the air intake (s), the turbojet compressor in the air bypass mode, for example, either from the second turbofan engine circuit or from the onboard APU of the multi-engine aircraft layout, and the air flow is moved from the front edges to the trailing edges and its exit into the Central part of the gas stream, for example into the nozzle, is carried out with an increase in its speed from the speed of the air stream in the compressor or in the secondary circuit to the gas stream velocity the central part of the nozzle.

The method of creating the lifting force of a non-aerodrome all-weather vertical take-off and landing aircraft, including the formation of an accelerated fluid flow of variable intensity and its direction in the direction opposite to the direction of movement along the supporting surface, an amplified flow is formed of two components, with a simultaneous or differentiated change in their intensity, and produce deviation of the thrust vector, for which aerostatic flow around the part of the air flow of the bearing surfaces selected from the engine to the snouts and the horizontal tail ensure the release of air above the upper bearing surface and ejecting it with a blocking air intake mainly from the upper surface.

A method of creating a lift of a non-aerodrome all-weather vertical take-off and landing aircraft, including the formation of an accelerated fluid flow of variable intensity and its direction in the direction opposite to the direction of movement, for example along a supporting surface, an amplified flow is formed of two components, with a simultaneous or differentiated change in their intensity, and produce a deviation of the thrust vector, while aerostatic flow around the atmospheric air flow of the bearing surfaces of the wing and th izontalnogo provide empennage include zakromochnym ejecting air inlet in a stationary slotted or ejecting a pulsating mode.

A method for taking off a non-aerodrome all-weather vertical take-off and landing aircraft having a jet engine with reverse thrust, including creating an air flow in a compressor with converting it into a gas-air one in a combustion chamber, with the possibility of regulating the thrust vector and supplying part of the flow to at least a special air cavity the path and its supply to the bearing and control planes to flow around them with the possibility of creating aerostatic lifting force, the aircraft’s rise in the “hovering” mode is controlled when lifting by the position of the aircraft with aerostatic rudders with transition to aerodynamic rudders in transitional and horizontal flight with vertical and horizontal speed controlled by engine revolutions (s), to raise the airplane to a safe altitude in hovering mode, turn on the engines (s) at a standstill and by turning on the aerostatic lifting force with reverse thrust to separate reactive thrust into equal oppositely directed parts and at the same time take part of the air flow from the air duct of the engine, and feed it to prec overhead distributors for releasing half-planes onto the bearing surface and ejecting it after passing around the air intakes, as well as to the vertical rudder jet, after lifting the aircraft to a safe height in the described “hovering” mode, which provides aerostatic lifting force in accordance with the law of motion reversal, reverse thrust off to transfer the aircraft to the mode of increasing its horizontal speed without climbing or with simultaneous climb, at least up to speed Oleta, which start to operate the aerodynamic control surfaces, after which the gas jet and air to create a selection aerostatic lift and disable further use of the aircraft flight aerodynamic control its flight.

In the method of take-off of a multi-engine aircraft with one engine running, a part of the air flow from its receiver and the APU is fed through the pressure receiver of the aircraft fuselage to the wing blast with ejection with its air intakes connected to the central zone of the working engine nozzle through the ejection fuselage receiver communicated by the trunk with the input channel of the APU, while simultaneously turning on the reverse, set its flaps in the position of dividing the jet thrust into two equal oppositely directed parts , for example, the resultant of two lateral flowing out of the reverse gratings is equal to and opposite to the central flowing out of the nozzle, and the engine is brought to a mode in which the flow around the selected air flow generates aerostatic lifting force on the wing that exceeds the flight weight of the aircraft, and in this mode " hovering ”rises to a safe altitude, where the reverse is turned off to accelerate during engine operation from cruising to takeoff in horizontal flight to the speed of the start of the action of the aerodynamic rudders and aerodynamic I lifting force will exceed the weight of the aircraft, and it goes into aerodynamic climb to a given flight level in the mode of no more cruising, after turning off the gas-jet rudder.

A flight method for a non-aerodrome all-weather aircraft with vertical take-off and landing and reverse thrust, including the creation of an air-gas air flow for supplying energy to the aircraft and its regulation in accordance with the situation and the possibility of separate control of vertical and horizontal flight speeds, including in hover mode with a subsequent increase in the speed of horizontal flight in the desired direction or the landing of the aircraft from the hovering position above the point of contact with the supporting surface and with switching with respect to the direction of jet thrust, a horizontal flight with a cruise mode of operation of the engine at a given height to a destination or a flight mission, and the aircraft is raised to a safe height from its parking position with aerostatic lifting force, ensuring its optimum horizontal position in space by a jet rudder with adjustment of the area of flow around the bearing surface of the wing and horizontal tail and providing the ratio of the aerostatic lifting forces of the wing and the mountain ontal plumage according to the required position of the aircraft in space with a change in the engine operating mode at the stages of lifting to a safe height and from it to the supporting surface, to start horizontal movement at a safe height and increase the speed of horizontal flight, the reverse is turned off and the aircraft is accelerated to a flight speed at which aerodynamic rudders begin to act, and when aerodynamic lift becomes equal to the flight weight of the aircraft, aerostatic lift and jets the steering wheel is turned off and at the same time the aircraft is put into climb to a predetermined level at which the flight is performed in aerodynamic mode until approaching the landing site or extreme (emergency) situations arise in the functioning of the aircraft systems and units, changing weather conditions, or for any other reason to create safety flight at any time of the flight and regardless of the presence of the runway include aerostatic lift and perform an emergency descent to a safe altitude with a decrease soon In the course of flight, above the selected point of contact of an aircraft with an earth, water or base surface, the aircraft is put into hover mode and they begin to approach vertically the point of contact on the supporting surface.

A method of landing a non-aerodrome all-weather vertical take-off and landing aircraft having an engine with thrust reversal, including changing the direction of the thrust vector and completely damping the vertical speed to a soft landing while reducing it from a given level, for which an emergency decrease in altitude and flight speed is performed at any time during flight danger to its successful completion, including the aerostatic component of the lifting force, landing shield and reverse at engine operation from 0.5 cruising to little about gas, while the reverse flaps are set to a position in which the resulting reactive force of the side jets emerging from the gratings is equal to and opposite to the force of the central jet of the reverse coming out of the nozzle, with the mentioned emergency reduction in speed and altitude, a convenient point of contact is selected and the plane is transferred to hovering over the touch point at a safe height, increasing the engine operating mode, after “hovering” again reduce the speed before the “subsidence” of the aircraft begins, reducing its lowering to a speed of 0.3-0.15 m / s at the moment touches of the supporting surface by jewelry with an exact increase in speed and time in increasing revolutions, while lowering in the “hovering” mode, the aircraft is deployed by blowing air from the jet rudder of the vertical tail so that the jets of direct and reverse (reverse) thrust at the point of contact are not directed to household ones, outbuildings or technical facilities to which they can cause damage or displace them from their location, and after touching the supporting surface of the aircraft, air sampling is switched off for blowing, as well as reverse and engine.

A non-aerodrome all-weather vertical take-off and landing aircraft containing a fuselage with a pilot's cabin and a passenger compartment or cargo compartment, a power plant in its rear part, for example, at least one turbojet engine or turbojet engine with reverse thrust with a wing-grid mechanism for changing the direction of jet thrust, wing with mechanization of its aerodynamic properties, as well as a combined means of controlling an airplane in flight, including aerodynamic planes, means for taking part of the air flow from an air the act of the engine (s) with the supply lines of the selected part of the flow for its release in front of the leading edge of the bearing half-planes to the continuous flow around the control and bearing surfaces, ejected by a duct system with slotted nozzles, fuel tanks, a fuel system with transfer pumps, tail unit from the rudder on the stabilizer and elevators on the horizontal half-planes, means for controlling the quantity and order of blowing the selected part of the flow of half-planes bearing and horizontally of the plumage, chassis, air conditioning system, is made with an air flow sampling means having a receiver in the air intake channel, on the turbofan engine compressor housing or in the second turbofan engine circuit, connected by highways supplying this part of the air flow to the edge distributors located in front of each front edge of the wing half-plane and horizontal plumage, as well as with a jet rudder of vertical plumage, having a number of slots corresponding to the rows of slots on the sides of the stabilizer sheathing, and located at the trailing edge of the half-planes of the wing and the horizontal tail ejection air intakes with longitudinal slots for suction of the stream of air flowing around them from the leading edge, connected by highways to the receiver of the nozzle, while the receiver of the air intake, compressor or second circuit is equipped with shutters for shutting off the air flow.

The aircraft has layouts with a lower, middle or high wing and horizontal tail connected to the fuselage in its middle diametrical plane of the bow or tail, at the base of the stabilizer, in the middle or at its upper end.

The aircraft is performed with engines located in engine nacelles integrated in wing spars, mounted on pylons of its lower or upper side, pylons located on the upper side of the fuselage, on the sides of its rear part, including in combination with an engine integrated into the fuselage tail section, whose air intake is located on the upper or lower side of the fuselage.

The aircraft is carried out with highways leading the air flow to the mentioned leading edges and ejecting air intakes on the trailing edges of the wing and horizontal tail, equipped with air flow stabilizers, directing the flow coming out of the distributor slots to the streamlined surface of the half planes of the wing and tail, and its intake into the slots of the air intakes of the ejection system.

The aircraft is carried out with the said stabilizers of the flow of distributors and air intakes, made hinged with the possibility of fitting them to the corresponding streamlined surface and means of switching in flight mode to create aerostatic lifting force and turning it off when switching to the aerodynamic principle of flight, while the selection system, air flow supply and / or ejection it is made with the possibility of simultaneous inclusion of the flow around all the mentioned planes, one of them or their parts.

The aircraft is carried out with a receiver of air intake channels, engine compressors or secondary circuits connected by highways with a jet rudder mounted in a vertical tail with the possibility of 180 ° rotation to combine its longitudinal slots with steering slots on one of the sides of the stabilizer - right or left - to blow air flow in the direction of the upcoming turn or roll of the aircraft, while the receiver has a shutter for turning on the selection of the air flow to perform the control of the turn on the tail th vertical tail.

The fuselage of a non-aerodrome all-weather vertical take-off and landing aircraft contains a cylindrical body made of frames, stringers and a sheath connected with transverse elements, divided into a sealed part — a pilot cabin with a passenger cabin or cargo compartment, with openings for doors and windows, aircraft systems, components connections with the center wing and bearing planes, air conditioning, lighting and control aerodynamic rudders of direction, height and roll, strengthened on the walls of the fuselage sealed lines for supplying air flow to the leading edges of the wing half-planes and horizontal tail connected to the receiver of the air intake channel, the turbofan engine compressor and / or the second turbofan circuit on the one hand, and edge edging distributors of the wing and horizontal tail on the other hand, and the air supply path to the jet vertical tail steering wheel, as well as sealed ejection lines, each of which is connected to the wing-shaped air intakes, horizontal plumage and, accordingly, with the receiver nozzle.

The fuselage of the aircraft with a multi-engine layout is made with pressure and ejector receivers, while the lines from the air duct receivers of each engine are connected to the pressure receiver, and from it to the pre-edge distributors of the wing, horizontal tail, from the APU and to the stabilizer jet steering, and with the ejector fuselage receiver the mains are connected from the wing air intakes and the horizontal tail, the main line is to the APU inlet channel and to the nozzle receivers of the engines or to the central part of the jet jets.

The wing of a non-aerodrome all-weather vertical take-off and landing aircraft, with ejection of air by slotted nozzles in vertical and transient flight modes, has one rear control edge at least pivotally connected to the bearing surface, at least on the part of the wing span used in aerodynamic flight modes in this case, each half-plane of the wing and horizontal tail is made with a pre-edge distributor - an air duct located in front of the leading edge along its entire span with slots air flow sample taken from the air intake channel, the turbofan engine compressor or the second turbofan engine circuit for flowing around the upper and lower bearing surfaces of the wing, respectively, and ejecting these streams with slots of the air intakes located along the entire length of the trailing edge and connected by the ejection line to the nozzle receiver or to the central part of the jet jets, with shut-off valves for the air intake and distributor, respectively, for example, in a sampling device or in the nozzle receiver.

A wing with a pre-edge distributor and a baffle air intake on each half-plane of the wing and horizontal tail made of a body, one end of which is rigidly fixed to the end plate of the wing or tail unit, and the other end of it is on the fuselage or center wing, in the body it is mounted on bearings with slotted bearings distributor - an air duct with a drive for turning it, for example, an electric one, the shaft of which is connected to the distributor, and its flange is fixed to the body, the fuselage wall or the root of the root a half-plane with at least the entrance to the distributor in the receiver of the air duct or connected to the receiver, while the slots of the wing distributor are at least three rows, the central slots of which are made along the entire length of its generatrix, and two others placed on opposite sides of the central one, one on the end half and the other on the root with an offset of each of these rows at an angle of 20-45 °, and accordingly these rows on the inner side of the body are equipped with contact seals for overlapping There are idle rows of slots, and the case is divided into two halves by a jumper in the middle with a seal, for example a cuff.

The wing has rows of slots of distributors and air intakes made with a variable width of the slit, for example, the width of the slots of the end row is less than the width of the root row, and the width of their central row decreases in proportion to the approximation of the location of the slit to the half-plane washer.

The wing has a pre-edge distributor body with a cross-sectional shape corresponding to the configuration of the leading edge of the half-planes of the wing and the horizontal tail, respectively, and their casing on the upper and lower sides is made with corrugations forming channels with guiding stabilizers on the casing for blowing air, located corresponding to the arrangement of slots in rows , their length and width.

The wing is made with a housing of distributors and air intakes located respectively in the end openings of the wing ribs and the horizontal tail at the front and rear ends in front of the control aileron or elevator, and in the recesses of the skin there are slots with guiding stabilizers strengthened in the corrugations - overlays forming exit channels blowing the upper or lower surface of the air.

A wing of an aero-aerodrome all-weather vertical take-off and landing aircraft containing an air ejector with slotted nozzles used in vertical and transient flight modes, one at least hinged to the rear control edge, at least on a part of the wing span, used in aerodynamic flight, has pre-edge distributors and edge-in air intakes, equipped with a separator of air blown from each gap into flows, blowing respectively the upper or lower the half-plane surface by means of a corrugated lining fixed on the front side of the pre-edge distributor housing or on the rear side of the air intake ring, with the formation of a leading edge and a trailing edge of the air ducts on the pubic surface, respectively.

A wing of an aero-aerodrome all-weather vertical take-off and landing aircraft containing an air ejector with slot nozzles used in vertical and transient flight modes, one at least hinged to the rear control edge, at least on a part of the wing span, used in aerodynamic flight, has the root part of the upper bearing surface of at least each half-plane, made with channels connecting the corresponding slots of the air intake with slots of one, of at least an intermediate row of slits formed in the middle portion of the upper bearing surface of the wing.

The wing may have a pre-edge distributor, at least made with two central rows of slots for blowing the selected air, respectively, on the upper or lower side of the half-plane.

Reverse thrust of a non-aerodrome all-weather aircraft contains a reverse control system with locks, an actuator with lever-cylinder assemblies for shifting the flaps, grilles, locks of the working and non-working position of the flaps and their supports, flaps, each of which is mounted on a separate pair of supports, offset from the horizontal plane, passing through the axis of the engine, by an equal amount in the opposite direction with the possibility of dividing the jet thrust into parts, the total value of which, at least on the part engine operation modes, e.g. aerostatic, creates horizontal movement of the aircraft.

The thrust reverse has a reverse control system configured to provide control of the angle of rotation of the flap of the flaps to ensure equality of direct and reverse thrust in aerostatic flight modes, at least.

Thrust reverse has a thrust reverse control system that is capable of automatically ensuring equality of forward and reverse thrust in aerodynamic and aerostatic flight modes of an airplane.

The method for operating a thrust reverser of a non-aerodrome all-weather aircraft comprises shifting the flaps to the working position, interacting the air-gas stream, at least a part thereof, with the blades of the grilles to change the direction of this part of the flow, unlocking it for shifting the flaps and blocking them after moving to the shifted position, shifting the flaps to the position that changes the direct thrust to the maximum possible reverse is performed at any height at any moment of the aerodynamic regime, for example, at a given flight level in taking into account a malfunction in the operation of the aircraft systems, changes in weather conditions or the appearance of a danger associated with the danger to the aircraft during the continuation of the flight, while simultaneously shifting the wings to urgently reduce the horizontal speed of the aerodynamic mode, the engine (s) are switched to 0.3-0 , 4 small gas and include the selection of the air flow for blowing the half-planes for transition to the aerostatic mode and an emergency vertical reduction in flight altitude to safe, at which it gradually increased By speeding the engines, they reduce the speed of vertical movement to the supporting surface to 0.3-0.15 m / s at the moment the pneumatics of the chassis system touch the support surface in the selected place, while the position of the aircraft is ensured by the aerostatic control system of the aircraft - jet rudder and change the speed, area and combination of sections of the flow around the wing half-planes and plumage, and in the normal flight mode when approaching the landing site, they decrease from the flight level in the aerodynamic mode along the glide path to dangerous height at which the aircraft is transferred to the hovering mode over the selected point relaying landing flaps in position providing equality of forward and reverse thrust, and after the engine speed hangs regulate (s) the rate of vertical approach to the support surface the landing site.

The way the thrust reverser works, according to which, in order to urgently reduce the horizontal speed of the aerodynamic flight mode in an emergency, the reverse flaps are shifted to a position that ensures that the reverse thrust is higher than the direct thrust, for example, having the maximum possible value, including with subsequent gradual reduction, including automatic, to equal forward and reverse thrusts, for example, in proportion to a decrease in horizontal flight speed.

A method for controlling a non-aerodrome all-weather airplane with vertical takeoff and landing having reverse thrust includes dividing and deflecting the thrust vector with changing the position of the airplane by distributing pressure along the bearing surface and control surface using shields, for which the above methods are used in flight areas with the aerodynamic principle of creation lifting force - in horizontal flight at a given flight level or in climbing from a safe height to a given flight level, and for takeoff the cages switch the operation of the aircraft and the control system to the aerostatic mode, including the selection of part of the air flow from the engine air duct to blow the wings with horizontal tail and eject it after the said blow and to supply air to the jet steering wheel of the vertical tail, exclude the horizontal movement of the aircraft while turning on reverse for dividing the thrust into equal and oppositely directed parts for lifting to a safe height during take-off, with a landing flap on landing if necessary for the aircraft’s evacuation to the “hovering” mode above the touch point, and the vertical speed of lowering the aircraft from a safe height is reduced by the engine speed, which brings the engine (s) to revolutions, the aerostatic lifting force which is less than the landing weight of the aircraft, and when approaching it descends to the touch point in the “hover” mode of the aircraft, the speed is again reduced by revolutions, increasing them to reduce the lowering speed at the moment of contact to 0.3-0.15 m / s.

A control method in which, after raising the aircraft to a safe altitude, the speed of its horizontal movement is increased by turning off the reverse and at the same time gaining altitude due to the increasing aerodynamic lifting force and the addition of aerostatic force to it before the action of the aerodynamic rudders, after which air is taken to blow the carriers and control surfaces from the air path are turned off and the aircraft is transferred to climb to a given level on the aerodynamic principle and after reaching the level of the level from Luciano ejection zakromochnymi air intakes.

A control method in which the pitch in flight on the aerodynamic principle is controlled by the deviation of the aerodynamic rudders-ailerons of the wing and the rudders of the depth of the horizontal tail in the corresponding direction - to increase the angle of attack, the depth rudders are turned up, and to decrease - down or include the selection of air flow from the air path blowing on the upper bearing surface of the wing and the lower surface of the horizontal tail, one of them or together with the corresponding deviation of the aerodynamic rudders.

The control method, in which, in order to roll, in addition to deflecting the ailerons in opposite directions in flight with aerodynamic lifting force, they include blowing off one of the carrier half-planes of the wing or different parts of both half-planes — one root and one other, or one end, for example, end part of the left half-plane for the right roll.

A control method in which, to change course in an aerostatic flight mode, for example, at the stage of gaining a safe altitude for take-off or landing from a safe altitude to a point of touch without a roll, a number of slots of the jet rudder are combined with slots of the corresponding side of the vertical tail: to turn left, the rudder slots are combined with slits on the left side of it, and for rotation to the right - with slots on the right, in horizontal flight at a given level to the described change in course, blowing of the wing planes is performed to perform the corresponding rotating the roll of the aircraft.

The control system for a non-aerodrome all-weather airplane with vertical take-off and landing contains means for changing the direction of the thrust vector, a deflectable trailing edge of the bearing half-planes, articulated with them, an ejected slot device, control and regulation drives, including flight in vertical and transient flight modes, bodies located in the cockpit controls connected by cable wiring, rods and rocking chairs with rudders and power used in horizontal flight, at least drives, while the system is combined, for which, in addition to the listed aerodynamic means - ailerons, shields and their drives - it has a control system in aerostatic flight modes, consisting of devices for controlled release of a selected part of the air flow from the engine air duct with the ability to regulate the flow of the upper and lower surfaces of the wing and plumage, the release of vertical plumage from the cracks and ejection around the wing and the horizontal plumage of air with an air intake inlet, and each distributor of the outlet of the flow in front of the edge and ejecting it behind the edge has a drive of its rotation around its axis to combine the required number of slots - central, end or root with the outlet slots of the distributor body and the air intake, respectively.

The control system has an electric motor for rotation of the distributor or air intake duct to combine the corresponding row of slots - end, root or central, located on the washer of the corresponding half-plane.

The control system has receivers of the engine nacelle (engine), fuselage and / or nozzle equipped with means for disabling airflow selection or stopping ejection, for example, with a movable receiver damper to block the intake of sampled air from or into the receiver or with a tap to shut off the pipeline of the corresponding ejection line.

The landing gear system of the Maxinio airplane (not shown conditionally) consists of three pillars, one end of two of which is pivotally connected to the underside of the center section or wing spar, and the third — tail or bow — with the corresponding part of the fuselage. In the fuselage and center wing (wing) there are cavities for placing racks with carts in the retracted position with mechanisms for cleaning and releasing the racks, controlling one at least the rack, braking and signaling the racks to lock the retracted and released positions. On the axles of the carts mounted on the free end of the uprights, low-pressure pneumatics are installed.

The gas separation and gas distribution system of a non-aerodrome all-weather aircraft with vertical take-off and landing, containing lines connected to the air conditioning system, pressurizing the fuel tanks, also has one, at least a line connected to the path of at least one engine and equipped with control and regulatory equipment with the possibility of bypassing part of the flow from the air-gas path to the ejector, gas supply lines from the APU to the starter motor (s), in addition to the mentioned system lines The scope of the claimed aircraft is made with highways connected to a receiver of an air intake channel, a turbofan engine compressor or a second turbofan engine circuit with the possibility of switching it on for takeoff or landing of the air stream taken from the air duct to the leading edge of each half-plane of the wing, horizontal tail and to the jet rudder of vertical tail and highways for ejection of the part of the air stream taken from the air path of the engine (s) that is sucked in by the air inlet after the flow around it oluploskostey wing and the horizontal tail to its subsequent release in the nozzle receiver or in the central part of the reactive gas jet of its engine (s).

The gas distribution system, in which the pressure receiver of the fuselage of the multi-engine layout is connected by highways to the pre-edge distributor of each half-plane of the wing and the horizontal tail, and to the APU, and the edge air intake of each half-plane of the wing and horizontal tail is connected by highways to the ejector receiver of the fuselage connected to the APU channel and the central jet gas jets of the engines of the multi-engine layout.

The aircraft landing gear system (not shown conventionally) consists of three pillars, one end of two of which is pivotally connected to the underside of the center section or wing spar, and the third — tail or bow — with the corresponding part of the fuselage. In the fuselage and center wing (wing) there are cavities for placing racks with carts in the retracted position with mechanisms for cleaning and releasing the racks, controlling one at least the rack, braking and signaling the racks to lock the retracted and released positions. On the axles of the carts mounted on the free end of the uprights, low-pressure pneumatics are installed.

Simultaneously with the improvement of the comfort of air transportation on airplanes with the possibility of maneuvering with types of lifting force at the corresponding stages of a regular flight, huge savings are achieved with a multiple increase in air traffic volumes, savings in the elimination of the consequences of air crashes with a significant reduction in their number, with a multiple increase in the number of new local air lines from for the lack of the need to build a runway and capital facilities at the final points of local lines. Runways, taxiways and areas of their lighting equipment will become a reserve for the development of existing airports due to cessation of their use.

Figure 1 of the drawing shows the inventive non-aerodrome all-weather aircraft with a single-engine layout in plan with a layout of the arteries for blowing half-planes and ejecting the air stream after they are blown and controlled in aerostatic flight modes. Conventionally, in the lower half of the image, the dashed lines show the air supply line for blowing the wing and the horizontal tail from the receiver 6 combined with the turbojet compressor, and the short-edge distributors with short-circuit air intakes are located in front of and behind the corresponding half-plane of the horizontal tail, at the wing they are shown integrated into its corresponding half-plane. Figure 2 is a view of the distributor housing in arrow A, figure 3 is a scan of the distributor, and figure 4 is a scan of the inner surface of the distributor housing. Figure 5 - section of the wing half-plane (horizontal tail) of the plane parallel to the axis of the plane (the arrangement of the distributor and the air intake remote from the half-plane is shown schematically), Fig. 6 is a cross-sectional view of the remote air intake, and Figs. 7, 8 is a schematic cross-sectional view of the half-plane with a distributor and an air intake integrated into it with a cross section of its air intake, and FIG. 9 is a section of a half-plane with an additional row of slots on the root part. Figure 10, 11, 12 is a view along arrows B in figure 9 on this half-plane, C and B on the slit of the exhaust air flow from the distributor and the air intake, respectively. In Fig.13 is a plan view of a multi-engine layout with blowing and ejection lines of its half-planes, in Fig.14 is a side view of it, in Fig.15 is a horizontal section of the stabilizer. In Fig.16 is a diagram of the separation of gas flow in reverse in an aerostatic flight mode, in Fig.17, 18, 19 and 20 are flow diagrams of the flow around a half-plane in aerostatic modes - options for creating lifting force in aerostatic flight modes, Fig.21 is a diagram of an aerostatic blowing from the pre-edge distributor along its entire length and ejection on the root of the half-plane. In Fig.22 - the flight path of the aircraft with alternating aerostatic and aerodynamic modes. The control circuits are depicted in FIG. 23 — along the course, FIG. 24 — the roll control option, FIGS. 25 and 26 — in pitch, and FIG. 27 — the roll control option in the combined flight mode.

Non-aerodrome all-weather aircraft of vertical take-off and landing for the implementation of the claimed methods can be performed in a single-engine or multi-engine layout. Its single-engine arrangement in Fig. 1 contains a fuselage 1 with a pilot cabin 2 in its bow and side entrances 3 to the air intake channels 4, the outlet of which is connected to the inlet guide apparatus of a turbojet engine installed in the rear part of the fuselage. The turbojet engine can be made with a receiver 5 in the channel of the air intake or VNA or a receiver 6, combined with a mechanism for bypassing air from the compressor. If the layout is designed to install a turbofan engine, the receiver can be installed in its second circuit (not shown), behind the turbine there is a wing-grate reverse 7 and a nozzle 8 with a receiver 9. The aircraft is made according to the "duck" scheme with the rudder on the tail stabilizer ( not shown). The stabilizers 10, 11 of the nasal horizontal tail and half-plane 12, 13 of the tail wing have ailerons 14, 15 and 16, 17, respectively. Pre-edge slotted distributors 18, 19 and 20, 21 are installed in front of the front edge of each half-plane. Behind each edge of the edge are slotted slotted air intakes 22, 23 and 24, 25, respectively.

Each pre-edge distributor 18, 19 of horizontal tail and 20, 21 of the wing are connected by a highway 26 to a receiver 5 of the air intake channel 4 or by a highway 27 to a receiver 6 of the compressor 28, for example, combined with the air bypass mechanism from the compressor (not shown conditionally).

Each of the air intakes 22, 23 of the horizontal tail and the wings 24, 25 are connected by a corresponding line 29 to the receiver 9 of the nozzle 8. One end of each air distributor and the air intakes are rigidly mounted on the fuselage or center wing, and the other end is mounted on an end plate 30 mounted on corresponding half-plane.

Each housing 31 (figure 2) of the distributors 18, 19 and 20, 21 has a number of slots 32 of the air flow outlet in front of the front edge of each half-plane, and the air intakes 22, 23 and 24, 25 on the side of the body facing the rear edge of the half-plane of the wing or horizontal plumage (stabilizer) for suction of the flow after blowing the half-plane.

The casing is divided into at least two equal parts, the root and the end, separated by a partition with an opening for a pre-edge distributor or a baffle air intake with a seal collar (not shown).

In bearings with bearings at the ends of the housing, a distributor is installed with rows of slots - central 33, end 34 and root 35 (Fig. 3) with a rotation drive at one end (not shown). The rows of slots in the air duct of the air inlet are located similarly to the rows of distributors.

On the inner surface of the housing of the distributors and air intakes, a system of contact seals of three central 36, end 37 and root 38 is installed (figure 4).

The carrier half-plane of ground-based and deck-based aviation, mainly the wing of local airlines and the half-plane of horizontal feathers with pre-edge distributors 39 and edge air intakes 40 taken out of their half-plane, is intended for use in the layout of SLA (ultralight aircraft), sports, training aircraft and fighters (FIG. .5, 6). The rows of slots 41 and 42 of their bodies are facing the corresponding edge, the contact seals 43, 44 overlap the slots of the rows of air ducts 45 at the time of their placement in a position offset from the number of slots 46 of the body. Rows of contact seals in FIGS. 5–9 are not conventionally shown (2 of 5, their actual location and number are shown in FIG. 4 — a set of rows 36, 37, 38 are conventionally indicated by 43 and 44 in FIGS. 7, 8).

The wing of medium-haul and intercontinental liners, including wide-body ones, is preferable to carry out with distributors and air intakes integrated in the half-plane, respectively Figs. 7, 8. The pipe of their body 39, 40 is installed in the half-plane with the slots 41, 42 located from the corresponding edge of the half-plane, and the corrugations of the overlays 47, 48 form channels 49 for directing the blown air along the bearing upper and lower surfaces, respectively, and for suctioning it after flowing around it.

The drive of the pipe 45 of the distributor and the air intake of rotation to align it with a number of slots 41, 42 of the housing of a number of slots 33, 34, 35 is not conventionally shown. The half-plane of cargo and passenger large-capacity aircraft, for example wide-body, can be made with an additional row of slots 50, 51, one at least on the middle part of the upper and lower surface of the root part of the half-plane, connected by channels 52, 53 in the casing with the openings of the body 54, 55, respectively (Figs. 9, 10, 11 and 12).

The multi-engine layout of the aircraft, with at least two engines on the side pylons of the rear part of the fuselage, in Fig. 13, has wing edgers 56 connected by lines 57 through the pressure receiver 58 of the fuselage, lines 59 with receivers 60 of the engines, and lines 61 with pre-edge distributors 62 of tail horizontal tail. The wing air intakes 63 are connected by highways 64 through an ejection receiver 65 of the fuselage and highways 66 with the nozzles 67 of the engine nozzles, and highways 68 with the tail air intakes 69 (FIG. 14).

The pressure receiver 65 is connected by a highway 70 to the jet rudder 71 (Figs. 14, 15), the rotation drive of which is not conventionally shown to align its slots 72 with the slots 73 of the stabilizer sheathing. Contact seals 74 are designed to block the slots 72 of the steering wheel in an intermediate inoperative position.

The method of creating aerostatic lifting force is as follows.

Example 1

It is more expedient to use half-planes with pre-edge distributors removed from them for layouts of Maksinio airplanes of local airlines, ALS (ultralight aircraft) and half-planes of other airplanes with a small chord of profile, for example, horizontal tail units of the nose or tail. Aerostatic lifting force is created by dividing the gas flow after the turbine into parts and changing the direction of the separated part in reverse to exclude horizontal movement of the aircraft at dangerous stages of flight, at least at the same time sharing the air flow in front of the combustion chamber and moving the separated part to create lifting force.

To do this, turn the thrust reverse and shift the shutters 75 to a position that ensures the separation of the reactive thrust of the engine (s) Fp into two halves, of which one aerostatic line is Fap, and the second is the total aerostatic inverse Fcao = 0.25Fp + 0.25Fp created by jets arising from the gratings 7 of the reverse (Fig.16 and 1). At the same time, air is supplied from the receiver 5 of the channel 4 of the air intake or 6 turbofan engines compressor (or the receiver of the second turbofan engine not shown) to the edge distributors 20, 21 of the half-planes 12, 13 of the wing and 18, 19 of the half-planes 11, 10 of the horizontal tail. The air supplied to them through the slots of row 32 of the housing and the slots of one of the rows 33, 34, 35 of the distributor is discharged above the upper and lower surfaces (Fig. 17) of each half-plane in the order of their combination. Simultaneously with the air supply to the distributors along the mains 29 with an open crane, the pressure of the receiver 9 is transmitted to the air inlets 25, 24 of the wing and 22, 23 of the horizontal tail and through the slots of a row of the air intake combined with the number of slots of the body, a vacuum is created at the trailing edge of the half-planes of the wing and tail attracting and accelerating the suction of the air discharged in front of their leading edges after moving it above and below the bearing surfaces. Thus, the flow around the air stream in accordance with the law of circulation of movement creates aerostatic lifting force. This suction and acceleration of the flow around is provided by the supply and combustion of fuel in the combustion chamber and a multiple increase in the gas-air flow rate after the combustion chamber. As in the aerodynamic principle of creating lift due to the difference between the flow around the upper and lower planes, the difference in flow around in the aerostatic principle is substantially larger and, accordingly, the lift is greater.

Example 2

The aerodynamic principle of creating a lift of aircraft heavier than air is based on the interaction of a moving object - an airplane - in a stationary air environment. The technical result of this interaction is the aerodynamic lifting force of the bearing planes formed by the difference in interaction with the stationary air of the upper - convex surface and a practically flat lower surface. The length of the lower surface is almost equal to the chord of the half-plane profile, and the upper one has a markedly increased length and different positions of its sections: the front section is located at a large angle to the direction of movement and interaction with the medium - the pressure of this section of the surface and the boundary layer on air, the middle - a very short section parallel to the direction of movement and the rear section, located at a small negative angle to the direction of movement, however, its length is almost equal to the chord of the profile. As a result of the movement of the profile in a stationary medium, the front section creates a rarefaction above the rear section of the boundary layer, which is absent on the lower surface, as a result of which a lifting force appears upward. The magnitude of this aerodynamic force is determined by the speed of movement of the profile relative to the stationary air of movement and, in accordance with this regularity, it is small at low flight speeds necessary at such critical and dangerous stages of flight as take-off and landing. And with an increase in the speed of movement of the profile, the speeds of the upper and lower bearing surfaces inevitably increase equally, and the efficiency of increasing the lifting force in the aerodynamic principle remains low at all speeds and stages of flight, determined by the difference in the speeds of the boundary layers: lower and upper, Vв-Vн.

The aerostatic flight principle provides an extension of the mentioned operational capabilities, since for this it is enough to expose the housing of the edge distributors 20, 21 and 18, 19 so that the air from their slots 72 is blown mainly above the upper bearing surface and is sucked in by the air intakes 24, 25 and 22, 23, as shown in FIG. The velocity difference between the boundary layers of air in the carriers of these planes in this embodiment will already be determined by the formula Vv-0, since the velocity of flow around the lower bearing surface is zero.

Example 3

For an SLA with a short chord length of their wing profile and low take-off weight, it can be assumed that to ensure a reliably stable flow around their half-planes, it is sufficient to eject the boundary layer of the air medium with edge air intakes. To create a lifting force after dividing the jet thrust of the engine (s) by reverse, into equal, oppositely directed parts, the flow of air from the engine into the half-planes is provided by one of two options: by switching on the ejection from both bearing surfaces of the half-planes or only from the upper surface (Fig. 17, 18 )

In addition, it is definitely advisable to improve the creation of lift in a combination of its aerostatic and aerodynamic components through the use of ejection with locking air intakes and especially in the aerodynamic flight mode (Fig. 19).

Example 4

The large length of the profile chord of the bearing planes of medium-haul, intercontinental and wide-body airliners makes it expedient to carry out these planes with a number of additional slots 77, communicated by channels 78 with slots of the air intakes (Fig. 20). The air of the pre-edge distributor discharged from the channels 80 between the cover 79 and the profile sheathing is pressed by the discharge of a number of slots 77 to the corresponding bearing surfaces, part of it is sucked into the channels 78, and part is sucked up by the rarefaction of the channels 81 between the cover 82 and the casing (air intake) into and through the line 29 into the receiver 9 nozzles, and from it to the central part of the jet engine. The air intake housing may be provided with additional rows of slots 83.

Example 5

The advantage of creating aerostatic lifting force by flowing around one upper bearing surface, Fig.19, does not exhaust the possibilities of improving the operational properties of the claimed aircraft. The expansion of operational properties is achieved in combined modes of creating aerostatic lifting force, one of which is shown in Fig.21. The value of aerostatic lifting force can be controlled by adjusting the area of airflow of the plane of one or by combining airflow of identical sections of two half-planes, for example, a wing, or by combining two different sections of it. On Fig shows a variant with the release of air flow from all the slots of the pre-edge distributor 20, 21 and the exhaust air is exhausted by the root half of the row of slots of the air intake inlet 84. Due to the short length of the chord of the end half of the half-plane, the flow around this half can be provided in aerostatic mode only by blowing air from the end half pre-edge dispenser.

The flight on the all-weather all-weather aircraft "Maxinio" is as follows.

Example 6

Starting for flight and warming up the engine (s) with low gas is carried out at the parking lot for maintenance, unloading (loading) or landing of passengers. For takeoff, simultaneously turn on the reverse, shifting the wings to the position of dividing the jet thrust into equal and oppositely directed parts: Fap and Fcao (Fig. 16) and air supply to the edge distributors 21, 20 and 19, 18, and also open the mains 29 connecting the securing air intakes 25, 24 and 23, 22 with ejectors 9 of the engine nozzle. Increasing the engine (s) speed to a value by which the lift force of the wing and horizontal tail becomes greater than the take-off weight P of the aircraft, he, breaking away from the supporting surface, begins to rise to a safe height of 50-100 m, depending on the class of the aircraft and specific parking conditions lifting space to a safe height and weather conditions (stage I in FIG. 22). A stable position of the aircraft in aerostatic flight modes is provided by the aerostatic control method. At a safe altitude, thrust reverse is turned off, which increases thrust to Fп and the aircraft starts accelerating in horizontal movement at transition stage II, on the contrary, from a height, for example, to a given flight level. At this stage or in horizontal flight at stage III, after reaching a horizontal speed sufficient for aerodynamic control, the air sampling for blowing the half-planes is turned off and the flight is continued in the aerodynamic mode in the absence of abnormal situations in the operation of the aircraft systems, weather conditions or other hazards to continue flying to your destination or completing a flight mission. At the end of the flight, a decrease from a given level to a safe altitude is performed according to the descent glide path in the normal mode with the transition to the hovering mode over the known or selected landing point during the reduction (end of stage IV).

To switch to the hover mode, simultaneously turn on the reverse with shifting its wings to the position of separation of the jet thrust Fп by Fп = Fcao and air supply from the receiver to blow the wing and horizontal tail. In the hover mode or during the transition to it, the aircraft is deployed in a position in which the outbuildings, animals and plants will not impede the subsequent take-off and jet streams from the nozzle and the reverse gratings. After hovering, reducing the engine speed to reduce the lift of the aircraft to a value less than the landing weight Rpos, and the "subsidence" of the aircraft to the landing point at any speed, regulate it with a smooth and "jewelry-accurate" increase in speed, providing its value from a height of 1-1 , 5 m, and until the pneumatics of the chassis touch the supporting surface in the range of 0.03-15 m / s (step V). After installing the pneumatics of the chassis on the supporting surface, turn off the reverse, blowing the bearing planes, the engine and install the parking pads on both sides of the pneumatics. Unloading or disembarking passengers from the aircraft, carry out the steps of the next scheduled flight in the described order.

Example 7

Aircraft lifting to a safe height in aerostatic mode, acceleration with climb in transition mode is performed in the order described in example 6. If there is a danger of continuing the flight at any time and at the point of the trajectory after a safe altitude, they simultaneously turn on the reverse to change the direction of jet thrust to the reverse (Fо) to urgently reduce the horizontal speed to the landing and transfer the aircraft to planning to a safe altitude, at the same time choosing a landing place. At a safe height, putting the aircraft in hovering mode, they lower the plane to the point of contact of pneumatics with a supporting surface (conditional stages VI) and turn off the reverse, blowing and the engine. Then, taking measures to eliminate the malfunction, for example, by replacing a failed unit, the aircraft flies to its destination in the described normal mode. In the event of a failure requiring long-term elimination, the aircraft is called to the place of emergency landing to evacuate passengers, and after the elimination of the malfunction, the aircraft performs a regular flight and is included in the flight schedule.

The control of the aircraft in aerostatic flight modes is as follows.

Example 8

To change the direction of the longitudinal axis of the aircraft in the hovering mode or the flight course in the aerodynamic mode, turn on the air supply to the highway 70 (Fig.13, 14) and combine a number of slots 72 with a number of slots 73 or 75 of the stabilizer skin (Fig.15, 23). When combining slots 72-73, the air stream from the highway 70 and these slots directed to the left side creates a reactive moment moving the stabilizer to the right side (counterclockwise, in Fig. 23, the direction of the jet and the movement of the tail of the aircraft are shown by solid arrows) and the combination of slots 72 with a number of slots 75 moves the stabilizer in the opposite direction - the left (clockwise, dashed lines show the jets and the direction of movement of the tail of the aircraft). Thus, the longitudinal axis of the aircraft (its course) is set in the hover mode and the course can be adjusted in the aerodynamic mode of flight, especially at low landing speeds.

Example 9

In aerostatic flight modes at stages I, V and at low speeds of transitional regimes II, IV, random deviations from the optimal horizontal position of the aircraft from gusts of wind, drift of the aircraft due to side or alternating wind leading to the roll are possible. To restore the optimal spatial position, you can use only the imbalance of aerostatic lifting forces, creating such a combination that forms a restoring moment, eliminating the roll. And after eliminating the roll, the optimally symmetric flow around the half-planes and equal lifting forces on them are restored.

On Fig shows one variant of the mismatch of the aerostatic lifting force on the wing. If one of the half-planes will be blown with air from the engine receiver (s) from the slots of the central row 33 of the pre-edge distributor (Fig. 3), then the aerostatic lifting force on it will be the maximum possible at each engine operation mode. If part of the half-plane is blown, or the mismatch is between blowing air from the distributor and ejecting it into the air intake, then the lifting force on it will also change. So, the aerostatic lifting force of the half-planes, Fig. 24, with the blowing of the end half 85 of one and the root half 86 of the other half-plane and their ejection is determined by the areas of these parts, and the moment they create is also the distance of the center of their application on the left and right half-planes, respectively, from the longitudinal axis aircraft SL Sl. Moreover, to restore the horizontal position of the aircraft on a half-plane raised above the horizontal plane, a lower lifting force should be created, and on the lowered one, it should be increased, or left unchanged, acting until the roll appears. And after the horizontal position of the aircraft (wing) is restored, the airflow of the raised half-plane is changed to symmetrically aligned with the other half-plane. The recovery rate of a banked aircraft is selected, including blowing one half or the entire half-plane, in the following order: with a large angle of heel, blowing is turned on simultaneously with ejection, with an average - only ejection, and with a small angle - recovery can only be achieved by turning on the blower. Less effective is the use of horizontal feathering half-planes to eliminate roll, but in combination with the use of wing lift control it is quite possible.

Example 10

The control of the Maksinio aircraft in aerostatic flight modes (stages I and V) consists in ensuring a stable horizontal position in the hover mode and its vertical movement. In contrast to aerostatic flight regimes in transitional stages II and IV, while aerostatic lifting force is maintained from blowing the aircraft’s load-carrying half-planes, a part of it selected from the engine’s air flow during transitional regimes increases aerodynamic lifting force with increasing horizontal speed, however, until the speed reaches the value at which aerodynamic rudders begin to operate, flight stability and control of the aircraft is carried out by aerodynamic rudders and a control system. The heading control described in Example 8 by means of the jet rudder 71 (FIG. 15) at low flight speeds can be used simultaneously with the aerodynamic rudder of a known design (shown conditionally, not indicated).

Pitch control may be required both to restore random deviations from the optimal position of the aircraft in space, and for operational actions during the flight mission, as a result of which the aircraft may end up in the cabling or planning position shown in FIGS. 25 and 26, respectively (dashed the lines show the optimal horizontal position of the aircraft in flight).

To restore a stable optimal position, it is more expedient to lower the nose of the aircraft in the cabling position than to raise the tail, and in the planning position lower the tail or raise the nose. Greater reliability of restoration by lowering follows from the fact that in this embodiment, the constant force of its weight performs the required effect on the aircraft. To do this, it is enough to briefly affect the lifting force of the corresponding bearing surface with the technique used to process jewelry or control the hoist to precisely set the load to be moved to the desired location: pulsed reception - briefly turn the lifting mechanism on and off, namely light finger strokes of the hoist power button. To restore the optimal position from the position of the cabling, it is required to use a pulse control method of lifting aerostatic wing force, the duration of which is controlled by the reaction of the aircraft to a pulsed change in the lifting force and the nature of the bow movement along the arrow to the horizontal position (Fig. 25), determined by the pilot organoleptically or according to instrument on the dashboard of the cockpit. Similarly, it is possible to restore the optimal position of the aircraft from the planning position, for which the aerostatic lifting force of the horizontal tail is pulsed, the decrease of which lowers the tail in the direction of the arrow in figure 26 with organoleptic or instrument control. The described options for restoring the position are predominant in regular flights at the fifth stage of its completion, taking into account the fact that this may increase the rate of decline to the point of contact. At the first stage of the flight, its use can somewhat slow down the achievement of a safe altitude due to the deceleration of lowering the raised part and the subsequent movement of the entire object to this altitude. At the first stage, it is more expedient to increase the lifting force of the lowered part to align the position of the aircraft. To do this, increasing the engine speed to increase the lifting force of the lowered part, keep the lifting force of the raised part unchanged by impulse control of its magnitude until the aircraft is aligned with the acceleration of reaching a safe height.

Intermediate to slow down the rise to a safe height are leveling options using to control the lifting force the area of blowing of the bearing planes (only root or only end), the type of flow (with air blowing from the distributor, only with the ejection of atmospheric air), or a combination thereof.

Example 11

Transitional flight modes (stages II and IV) are characterized by the presence of aerostatic interaction with a constantly increasing aerodynamic in stage II and a constant corresponding to the landing speed in stage IV. The transition stages include the stages of VI emergency landing.

The moment of equality of the components of the lifting force in transition modes - aerostatic and aerodynamic - is a guarantee of the safety of switching control systems and flight as a whole. At stage IV, in the absence of deviations from the standard flight conditions, aerostatic lifting force must be turned on at any time during the flight simultaneously or before turning on the reverse and urgently decreasing the speed of horizontal movement. Control of the aircraft at this stage in reducing the planning speed to zero in the hovering mode at a safe altitude with turning on the reverse or turning it on at the flight level at the level (cruising) with the inclusion of air sampling to create aerostatic lifting force if it is necessary to urgently reduce the altitude and speed of flight.

The arrows depicted in Fig. 27 by solid lines on both half-planes indicate the air stream flowing around them, which is created as a result of the interaction of the plane moving with speed Vп with the air. The aerodynamic lift generated by this interaction is the same on each half-plane (not shown). On the left (lower) half-plane, aerostatic lifting force is organically added to it from the flow around the upper bearing surface of this half-plane with air blown from the pre-edge distributor 21 and sucked in by the air intake 25 in accordance with the law of rotation, and the resulting lifting force on this half-plane is made up of these components . As a result, the left half-plane in flight rises without deviating the ailerons, i.e. without using a traditional aerodynamic control system, tilting the plane to the right. Thus, the control options for the course, pitch and roll described in examples 1-10 are well combined with the influence of aerodynamic rudders, which further enhances the influence of control actions. For example, in the described example, it is enough to turn on the air supply from the highway 70 (Fig. 13, 14) to the jet rudder 71 (Fig. 15) and combine a number of its slots 72 with the slots 75 in the casing of the right side of the stabilizer, then the aircraft will then begin to move along turn paths to the right (clockwise). With this combination, the bend radius can be substantially reduced without the risk of the aircraft stalling into a corkscrew, terribly threatening for the aerodynamic flight mode. Instead of using a jet rudder to turn, you can use the rudder with the same efficiency.

The left turn in the combined flight mode is performed as described for the right turn.

The ability to maneuver modes and hovering at any height excludes the dependence of flights on weather conditions, in particular on low clouds and heavy fog with zero visibility. Flights only in the aerodynamic mode with low visibility at foothill airfields often end in disasters with a large number of casualties due to the high landing speed and lack of visibility. The transition to the aerostatic mode in such cases ensures a successful landing at any point on the earth, except for the top of the mountain, with subsequent orientation on the ground and approaching the planned landing point in difficult weather conditions or after waiting for safer conditions.

Example 12

A feature of the operation of Maxinio multi-engine aircraft is the improvement of flight safety due to the possibility of continuing the flight in aerostatic mode while maintaining the operation of at least one engine. The air taken from the working engine is supplied to the fuselage pressure receiver 58 along the lines 59, and from it along the lines 57 and 61 to the edge distributors 56 and 62 (Figs. 13, 14). Similarly, the discharge of the receiver 67 (Fig.13, 14) of the nozzle of the working engine through the highways 66 is transmitted to the ejection receiver 65 of the fuselage, from which along the highways 64 and 68 to the air intakes 69. To create the necessary aerostatic lifting force, it may be necessary to increase the speed of the working engine to compensate increased air flow caused by failure of other layout engines.

Example 13

Switching the control of the Maksinio airplane from aerodynamic to aerostatic is carried out in the manner described, with the determination of the moment of occurrence of malfunctions affecting flight safety in the aerodynamic mode by a special tracking system that turns on the reverse simultaneously with aerostatic blowing and the subsequent automatic reduction of the angle of the wings from full overlap of the air duct, for example, from an angle of 90 to a position in which the flaps divide the jet thrust into equal falsely directed side flaps with a gradual transfer of the angle with the maximum thrust into equal parts and with the transition to the subsequent tracking of the change in vertical displacement - speed, altitude or speed and altitude.

The above descriptions of the design and methods of using the Maxinio non-aerodrome all-weather aircraft convincingly confirm the compliance of the claimed inventions with the criterion of "industrial applicability". Moreover, this correspondence will be confirmed after inclusion in the description and formula of the description of embodiments of the valves 20, 21 s 18, 19 (Fig. 1) or 56, 62 (Fig. 13, 14) and air intakes 24, 25 s 22 that are absent in this edition , 23 and 63, 69, respectively, in the layout of the bearing and control planes left by the author in the know-how category, as well as to ensure the conciseness of the application.

There are no “flying wing” aircraft layouts and planes with floats on racks for landing on a water surface. And the landing equipment of the aircraft is described schematically, in the form of a trolley with low-pressure pneumatics, Fig.22. The racks of the claimed aircraft are made without depreciation due to the absence during operation of its shock loads of runway runs with a tremendous speed of rotation and associated with this large wear of the tires and their frequent replacement. Also conditionally not shown on the sketches and not included in the description of the fuel tanks in the half-planes of the wing.

The following advantages from the use of the declared solutions, which ensure the evolutionary development of aviation, not inferior in importance to the creation of the first aircraft heavier than air, are equally convincing in accordance with industrial applicability.

The combination of aerodynamic and aerostatic flight modes and their maneuvering at different stages of the flight, depending on the functioning of the aircraft systems, the meteorological situation and the threat of external impact on flight safety, greatly increases the efficiency of air transportation with improved technical and economic results:

- ensuring flight safety in extreme situations with the replacement of accidents and flight accidents by forced landings at any time of the flight;

- expanding the sector of the air transportation services market due to the multiple increase in local air transportation while improving flight comfort, reducing the cost of services and eliminating the construction of airfields, runways and lighting equipment for flights;

- the exclusion of foreign objects from the runway into the engine;

- ensuring flights to anywhere in the land, water surface and mountainous areas;

- reducing the weight and cost of landing devices while reducing aircraft maintenance with the replacement of components with a small resource, reducing fuel consumption for their transportation;

- elimination of the problem of “noise” due to the exclusion of take-off modes of aircraft engines at the beginning and end of the flight with a decrease in fuel consumption;

- reduction in fuel consumption due to the exclusion of approaches and walking in a circle to wait for the release of the runway;

- reducing the dependence of flights on weather conditions on the flight path;

- simplification of the safety system by simplifying and dispatching them;

- reducing the impact of the human factor on flight safety;

- Improving the mobility and maneuverability of aircraft, summing up the advantages of aircraft and helicopters.

Claims (43)

1. The method of creating the lifting force of a non-aerodrome all-weather aircraft of vertical take-off and landing, including the formation of an accelerated fluid flow of variable intensity and its direction in the direction opposite to the direction of the aircraft’s movement, for example, along a supporting surface, an amplified flow is formed of two components with simultaneous or differentiated change their intensity and produce a deviation of the thrust vector, characterized in that the combined regulation of the lifting force of the aircraft carried out They include, including the aerostatic or aerodynamic principle of creating lift corresponding to the phase of flight, excluding the horizontal movement of the aircraft during take-off and landing and creating aerostatic lifting force by means of the law of rotation and adjusting its magnitude and speed of vertical movement, while excluding horizontal movement by dividing the jet thrust into parts with the formation of them equal and oppositely directed relative to the direction of movement of the parts with simultaneous separation pouring a selected part of the air flow to blow around the bearing surfaces of the wing and horizontal tail and supplying its other part to the gas-jet rudder, followed by ejection of the blowing wing and horizontal tail of a part of its flow into the central part of the jet stream or into the gas-air receiver of the nozzle. 2. The method according to claim 1, characterized in that to create the aerostatic lifting force from the air intake, compressor and / or second circuit of one, at least the engine and / or the airborne air-start installation of the multi-engine assembly, a part of the air flow is taken out and released in front of the leading edge of each half-plane of the wing and the horizontal tail on the bearing surface, and on their trailing edge, respectively, this flow is ejected by air intakes, of which the flow crosses over the corresponding ejection line eschaetsya into the gas flow of the turbine or jet nozzles, for example - into the central part of the stream. 3. The method according to claim 1, characterized in that for the flow around the bearing surface of the wing, a part of the air flow is taken from the channel of the engine air intake (s), the turbojet compressor in the air bypass mode from it, for example, in any mode from the turbojet secondary circuit and / or from the on-board APU of the multi-engine layout of the aircraft, and the movement of the air flow from the leading edges to the trailing edges and its exit into the central part of the gas stream, for example, into the nozzle, is carried out with increasing speed from the speed of the air stream in the compressor or torus circuit to the gas flow rate in the central portion of the nozzle. 4. A method of creating a lifting force of a non-aerodrome all-weather vertical take-off and landing aircraft, including the formation of an accelerated fluid flow of variable intensity and its direction in the direction opposite to the direction of movement, for example, along a supporting surface, an amplified flow is formed of two components with a simultaneous or differentiated change in intensity they are produced by the deviation of the thrust vector, characterized in that the aerostatic flow around the part of the flow of bearing the wing and tail surfaces provided by releasing the air on the upper surface of the carrier and its ezhektiruya zakromochnym preferably air intake from the top surface. 5. The method of creating the lifting force of a non-aerodrome all-weather vertical take-off and landing aircraft, including the formation of an accelerated fluid flow of variable intensity and its direction in the direction opposite to the direction of movement along the supporting surface, an amplified flow is formed of two components, with a simultaneous or differentiated change in their intensity and produce a thrust vector deflection, characterized in that the aerostatic flow around the atmospheric air flow of the wing bearing surfaces and horizontal plumage provide by turning on the ejection of the intrinsic air intakes in a stationary or pulsating ejection mode. 6. A method of takeoff a non-aerodrome all-weather vertical take-off and landing aircraft having a jet engine with reverse thrust, including creating an air flow in the compressor with converting it to gas-air in the combustion chamber, with the possibility of controlling the thrust vector and supplying part of the flow at least to the cavity air path and its supply to the bearing and control planes for flowing around them with the possibility of creating aerostatic lifting force, the aircraft is hoisted in the “hover” mode with control in the ascent the position of the aircraft with aerostatic rudders with transition to aerodynamic rudders in transitional and horizontal flight with the vertical and horizontal speed being regulated by engine revolutions (s), characterized in that to raise the airplane to a safe height in hovering mode, the engines (s) are parked and the aerostatic lifting force with reverse thrust for dividing reactive thrust into equal oppositely directed parts and at the same time selected part of the air flow from the air duct of the hearth engine They are inserted into pre-edge distributors for the release of half-planes to flow around the bearing surface with ejection after flowing around the blocking air intakes, as well as to the vertical rudder of the jet, after the aircraft is raised to a safe height in the described “hovering” mode, which ensures the creation of aerostatic lifting force according to the law of movement reversal thrusts are turned off to transfer the aircraft to a mode of increasing its horizontal speed without gaining altitude or with simultaneous climb, at least up to orosti flight, which start to operate the aerodynamic control surfaces, after which the gas jet and air to create a selection aerostatic lift is switched off and subsequently used aerodynamic flight aircraft flight control it. 7. The method according to claim 6, characterized in that for the take-off of a multi-engine layout aircraft with one engine running, a part of the air flow is taken from its receiver and the APU through the pressure receiver of the aircraft fuselage to blow the wing with plumage and eject it with air intakes connected to the central the zone of the nozzle of the working engine through the ejection receiver of the fuselage, communicated by the highway with the input channel of the APU, while turning on the reverse, set its flaps in the position of dividing the jet thrust into two equal oppositely directed parts, for example, the result of two lateral ones flowing out of the reverse gratings, is equal to and opposite to the central one coming out of the nozzle, and the engine is brought into a mode in which the flow around the selected air stream creates aerostatic lifting force on the wing that exceeds the flight weight of the aircraft, and the plane in this mode, “hovering” rises to a safe altitude, where the reverse is turned off for acceleration during engine operation from cruising to take-off in horizontal flight to the speed of the start of the aerod dynamic rudders and aerodynamic lift will exceed the weight of the aircraft and it goes into aerodynamic climb to a given flight level at a speed of no more cruising, after turning off the gas-jet rudder. 8. The method of flight of a non-aerodrome all-weather aircraft with vertical take-off and landing and reverse thrust, including the creation of an air-gas stream of air to supply energy to the aircraft and its regulation in accordance with the situation and the possibility of separate control of vertical and horizontal flight speeds, including - hovering mode with subsequent increase in the speed of horizontal flight in the required direction or landing of the aircraft from the hovering position above the point of contact with the supporting surface and with switching the direction of jet thrust, a horizontal flight with a cruise mode of operation of the engine at a given height to the destination or performing a flight task, characterized in that the aircraft is raised to a safe altitude from the parking position by aerostatic lifting force, ensuring its optimum horizontal position in space by jet the rudder of vertical plumage with adjustment of the area of flow around the bearing surface of the wing and horizontal plumage and providing a ratio of aerostatic under wing forces and horizontal tailing according to the required position of the aircraft in space with a change in the engine operating mode at the stages of lifting to a safe height and from a safe height to the supporting surface, to start horizontal movement at a safe height and increase the speed of horizontal flight, the reverse is turned off and the aircraft is accelerated to the flight speed at which the aerodynamic rudders begin to act, and when the aerodynamic lifting force becomes equal to the take-off weight of the aircraft, a the rostatic lifting force and the steering wheel turn off and at the same time transfer the aircraft to climb to a predetermined level at which the flight is performed in an aerodynamic mode until approaching the landing site or emergence of extreme (abnormal) situations in the functioning of the systems and units of the aircraft, changing weather conditions or for any other reason creating danger to the flight at any time of the flight and regardless of the presence of the runway include aerostatic lift and perform an emergency descent to safe altitudes With a decrease in the flight speed, above the selected point of contact of the aircraft on the ground, water or base surface, the aircraft is put into hovering mode and begin to approach vertically the point of contact on the supporting surface. 9. A method of landing a non-aerodrome all-weather vertical take-off and landing aircraft having an engine with reverse thrust, including changing the direction of the thrust vector and completely damping the vertical speed while reducing it from a given level to a soft landing, characterized in that an emergency decrease in altitude and flight speed is performed any moment of flight when there is a danger of its successful completion, including the aerostatic component of the lifting force, landing shield and reverse at engine operation from 0.5 cruise gas to low gas, while the reverse flaps are set to a position in which the resulting reactive force of the side jets exiting the gratings is equal to and opposite to the force of the central reverse jets exiting the nozzle, and when the emergency speed and altitude are reduced, a convenient point of contact is selected and above the touch point at a safe altitude, the aircraft is put into hover mode, increasing the engine operating mode, after “hovering” they again reduce speed before the “subsidence” of the aircraft begins, reducing its lowering to speed 0, 15-0.30 m / s when the support surface touches a jeweler-accurate in magnitude and time increase in speed, while lowering in the "hover" mode, the aircraft is deployed by blowing air from the jet rudder of vertical tail so that the jet is direct and facing (reverse) the thrust at the point of contact was not directed to household, utility buildings or technical objects to which they could cause damage or displace them from their location, and after touching the supporting surface of the aircraft, air sampling was switched off for blowing, p version and engine. 10. An aerodrome-free all-weather vertical take-off and landing aircraft containing a fuselage with a pilot's cabin and a passenger compartment or cargo compartment, a power plant, for example, in its tail section, one at least a turbofan engine or turbofan engine with thrust reverser having a wing-grating mechanism changes in the direction of jet thrust, wing with the mechanization of its aerodynamic properties, as well as a combined means of control of the aircraft in flight, including aerodynamic planes, means of selecting part of the air flow from the air the main path of the engine (s) with the supply lines for the selected part of the stream for its release in front of the leading edge of the bearing half-planes to the continuous flow around the control and bearing surfaces, ejected by cutting air intakes with slotted nozzles, fuel tanks, fuel system with transfer pumps, tail unit from the steering wheel directions on the stabilizer and elevators on horizontal half-planes, means of controlling the number and order of blowing selected part of the stream of half-planes carried razhes of the plane and horizontal tail, chassis, air conditioning system, characterized in that the air flow sampling device has a receiver in the air intake duct, on the turbofan engine compressor housing or in the secondary turbofan engine circuit, connected by supply and blow lines of the selected part of the air flow with an edge distributor located in front of each the leading edge of the half-plane of the wing and the horizontal tail, as well as with the jet stabilizer wheel, having a number of longitudinal slots on each side of the skin For blowing the air flow and the corresponding series of slots on the jet steering tube and located at the trailing edge of the wing and the horizontal tail, ejector air intakes with longitudinal slots for suction of the flowing half-plane of the air stream from the leading edge, for which the air intakes are connected by highways to the nozzle receiver, while the air intake receiver , the compressor or the second circuit are equipped with shutoff shutoff air flow. 11. The aircraft of claim 10, characterized in that it is made with a lower, middle or high wing and horizontal tail connected to the fuselage in its middle diametrical plane, nose or tail, at the base of the stabilizer, in the middle or at the upper end of it . 12. The aircraft of claim 10, characterized in that it is made with engines located in the engine nacelles integrated in the wing spars mounted on pylons of the lower or upper side of it, located on the upper side of the fuselage of the pylons, on the sides of the rear of it, in including in combination with an engine integrated in the rear of the fuselage, the air intake of which is located on the upper or lower side of the fuselage. 13. The aircraft of claim 10, characterized in that the hulls of the edge distributors and the wing wing intakes and the horizontal tail are equipped with air flow stabilizers, directing the flow coming out of their slots to the streamlined surface of the wing half-planes and feathers and its intake in the slots of the air intakes of the ejection system. 14. The aircraft of claim 10, characterized in that the said stabilizers of the hulls are hinged with the ability to fit them to the corresponding streamlined surface and means of inclusion in flight mode to create aerostatic lifting force and turn them off when switching to the aerodynamic principle of flight, while the selection system , air supply and / or ejection made with the possibility of simultaneous inclusion of the flow around all of the planes, one of them or their parts. 15. The aircraft of claim 10, characterized in that the air intakes of the streamlined air are located in front of the wing elevons and in front of the elevators, respectively. 16. The aircraft of claim 10, characterized in that the system for selecting the air flow and supplying it to the front edge of the wing and the horizontal rudders is configured to synchronously-pair in the mode of creating aerostatic lifting force by flowing around the stream through the root sections of air ducts and air intakes or only through their end sections, or in combination of the root and end parts of horizontal different half-planes. 17. The aircraft of claim 10, characterized in that the receiver of the air intake, compressor or secondary circuit is connected by an airtight piping system (line) with a jet rudder installed in the stabilizer with the ability to rotate 180 ° and combine its longitudinal slots with steering slots on one of the sides of the stabilizer - right or left to blow the air flow in the direction of the upcoming turn or roll of the aircraft, while the receiver has a shutter for turning on the selection or supply of air flow for the control turn including the impact on the tail vertical stabilizer. 18. The fuselage of a vertical take-off and landing aircraft, comprising a cylindrical body made of frames, stringers and a sheath connected with transverse elements, divided into a sealed part — a pilot cabin with a passenger cabin or cargo compartment with openings for doors and windows, aircraft systems, components connection with the center section, bearing planes, with passenger seats and tail, characterized in that in addition to air conditioning, lighting and aerodynamic control systems Direction, height and roll on the fuselage walls strengthened the mains (hermetic duct system) for supplying air flow, selected for blowing the wing bearing planes and horizontal tail from the leading edge, connected to the receiver of the air intake channel, turbofan engine and / or secondary turbofan engine on one side , and pre-edge exhaust devices of the wing and horizontal tail, as well as ejection lines (a sealed system of ejection ducts) wing and horizontal tail, respectively, with the receiver nozzle on the other hand. 19. The aircraft fuselage according to claim 18, characterized in that it is made with pressure and jet receivers, while the mains from the air path receivers of each engine of the multi-engine assemblies are connected to the pressure receiver, from the APU and the supply of air selected from the engines to the edge distributors of the wing, horizontal tail and to the stabilizer spray rudder, and with the ejection receiver of the fuselage connected to the main line from the wing intakes and horizontal tail to the receiver nozzles of each engine to the APU inlet duct. 20. The wing of a non-aerodrome all-weather vertical take-off and landing aircraft, comprising an air ejector with slot nozzles used in vertical and transitional flight modes, one at least a rear control edge pivotally connected to the supporting half-plane, at least in part of the wing span, used in aerodynamic flight, characterized in that each half-plane of the wing and horizontal tail is made with a pre-edge distributor located in front of the leading edge over its entire span with the means of exhausting the air stream taken from the air intake channel, the turbofan engine compressor or the second turbofan engine circuit for flowing around the upper and lower bearing surfaces of the wing, respectively, and ejecting these flows with slots of the air inlet located along the entire length of the trailing edge and connected by the ejection system to the nozzle receiver or to the central part jet stream, with shut-off valves for the air intake and distributor, for example, in the sampling device or in the nozzle receiver. 21. The wing according to claim 20, characterized in that each pre-edge distributor and the air intake of each half-plane of the wing and the horizontal tail are made of a tube body, one end of which is rigidly fixed to the end plate of the wing and tail, respectively, and the other end to the fuselage or the center section, in the housing, is mounted on bearings with bearings, the slotted distributor is an air duct with a drive for turning it, for example, an electric one, the shaft of which is connected to the distributor, and the housing flange is mounted on the housing, on the fuselage or rib of the root end of the half-plane with at least the entrance to the slotted distributor in the receiver of the air duct or connected to the receiver, while the slots of the wing distributor are at least three rows, the central slots of which are made over the entire length generatrix, and the other two are located on opposite sides of the central one, one on the end half and the other on the root with each of these rows shifted by an angle of 20 ° -45 ° and, accordingly, to these rows on the inside It is loaded with contact seals to cover the broken rows of slots, and the body is divided into two halves by a jumper in the middle with a seal, for example, a cuff. 22. The wing according to claim 20, characterized in that the slots of the distributors and air intakes are made with a variable slit width, for example, the width of the slots of the end row is less than the width of the root, and the width of the nozzles of the central row decreases in proportion to the approximation of the location of the nozzle to the half-plane washer. 23. The wing according to claim 20, characterized in that the pre-edge distributor housing has a cross-sectional shape corresponding to the configuration of the leading edge of the wing half-planes and horizontal tail, respectively, and their casing on the upper and lower sides is made with corrugations forming channels on the air casing with stabilizers blowing, located according to the location of the slots in rows and their length and width. 24. The wing according to claim 20, characterized in that the casing of the distributors and air intakes are located respectively in the end openings of the ribs of the front and rear ends of them at the wing and horizontal tail, in front of the control aileron or elevator, and in the recesses of the skin there are slots with corrugations reinforced guides forming channels for the exit of the air blowing over the upper or lower surfaces. 25. The wing of an aero-aerodrome all-weather vertical take-off and landing aircraft, comprising an air ejector with slot nozzles used in vertical and transitional flight modes, one at least a rear control edge pivotally connected to the supporting half-plane, at least in part of the wing span, used in aerodynamic flight, characterized in that each duct of the edge distributor and the air intake is equipped with a separator for blowing air from each slot into blowing air flows e, respectively, the upper or lower surface of the half-plane by means of a corrugated lining fixed on the front side of the housing of the pre-edge distributor or on the back side of the baffle air intake, with the formation of the front edge and the rear edge of the channels for air passage, respectively. 26. A wing of a non-aerodrome all-weather vertical take-off and landing aircraft containing an air ejector with slotted nozzles used in vertical and transitional flight modes, one at least a rear control edge pivotally connected to the supporting half-plane, at least in part of the wing span, used in aerodynamic flight, characterized in that the root part of the upper bearing surface of at least each half-plane is made with channels connecting the corresponding slots of the air intake with slots of one, at least, an intermediate row of slots made in the middle part of the upper bearing surface of the wing. 27. The wing of claim 26, wherein each body of the pre-edge distributor and the air intake is made with two central rows of slots for blowing selected air to the upper or lower side of the half-plane, respectively. 28. The method of controlling a non-aerodrome all-weather airplane with vertical take-off and landing having thrust reverse, comprising dividing and deviating the thrust vector with changing the position of the airplane by distributing pressure along the bearing surface and control surface using shields, characterized in that the above techniques are used in flight sections with the aerodynamic principle of creating lift - in horizontal flight at a given flight level or in climbing from a safe height to a given level and for takeoff and landing, the control system is switched on to create aerostatic lifting force by switching on the selection of a part of the air flow from the engine air duct for blowing and ejecting it after the said blowing and for supplying air to the stabilizer jet steering wheel, exclude horizontal movement of the aircraft while turning on the reverse for dividing the thrust into equal and oppositely directed parts for lifting to a safe height during take-off, with a landing flap at landing, if necessary, to transfer the aircraft to the “h” mode dips ”above the touch point, and the vertical speed of lowering the aircraft from a safe height is reduced by engine revolutions, for which the vertical lowering speed of the aircraft is ensured by bringing the engine speed to revolutions, the aerostatic lifting force on which is less than the landing weight of the aircraft, and when it approaches the touch point in In the “hover” mode of the aircraft, the speed is again reduced by revolutions, increasing them to reduce the lowering speed at the moment of contact to 0.3-0.15 m / s. 29. The method according to p. 28, characterized in that after lifting the aircraft to a safe altitude, the horizontal speed is increased by turning off the reverse and at the same time gaining height due to the increasing aerodynamic lifting force and the addition of aerostatic force to it before the start of the aerodynamic rudders, after which air sampling for the blowing of the bearing and control surfaces from the air path is turned off and the aircraft is transferred to climb to a given level on the aerodynamic principle and after reaching the height of Elon disable ejection zakromochnymi air intakes. 30. The method according to p. 28, characterized in that the pitch in flight on the aerodynamic principle is controlled by the deviation of the aerodynamic rudders-ailerons of the wing and the rudders of the depth of the horizontal tail in the appropriate direction - to increase the angle of attack, the depth rudders are turned up, and to decrease down or include the selection of the air flow from the air duct to blow around the upper bearing surface of the wing and the lower surface of the horizontal tail, one of them or together with the corresponding deviation of the aerodynamic rudders. 31. The method according to p. 28, characterized in that to perform the roll, in addition to deflecting the ailerons in opposite directions in flight with aerodynamic lifting force, include blowing out one of the carrier half-planes of the wing or different parts of both half-planes — the root one and the end another or one, for example, the end part of the left half-plane for the right roll. 32. The method according to p. 28, characterized in that for changing the course in the aerostatic flight mode, for example, at the stage of gaining a safe altitude for take-off or landing from it to the touch point without roll, a number of slots of the jet rudder are combined with slots of the stabilizer side: for turn the slots of the rudder to the left combine with the slits of the left side of it, and to turn right - with the slots of the right, in horizontal flight at a given level to the described change in course, blow the wing planes to perform the corresponding roll of the roll itself summers. 33. A control system for a non-aerodrome all-weather aircraft with vertical take-off and landing, containing means for changing the direction of the thrust vector, a deflectable trailing edge of the bearing half-planes, articulated with a corresponding half-plane, an ejected slot device, control and regulation drives, including vertical and transient flight modes, placed in the cockpit controls connected by cable wiring, rods and rocking wheels with rudders and power, used in horizontal flight, to At least drives, characterized in that the system is combined, for which, in addition to the listed aerodynamic means - ailerons, shields and their drives, there is a system for control in aerostatic flight modes, consisting of devices for controlled release of a selected part of the air stream from the air path with a pre-edge device engine with the ability to control the flow around the upper and lower surfaces of the wing and plumage, the release from the slots of the stabilizer and ejection flow around the wing and opera air rifle with a slotted slot air intake connected to the nozzle receiver by a highway connected to the central part of the jet of the engine, with each flow outlet distributor in front of the edge and ejected behind the edge have a drive to rotate it around its axis to combine the required number of slots - central, end or root with outlet slots of the distributor housing. 34. The control system according to p. 33, wherein the rotation motor of the distributor or air intake for combining the corresponding row of nozzle slots - end, root or central - is located on the washer of the corresponding half-plane. 35. The control system according to claim 33, wherein the receivers of the engine nacelle, engine, fuselage and / or nozzle are equipped with means for disabling the selection of the air flow or stopping ejection, for example, a movable damper of the receiver to block the intake of sampled air from or into the receiver or by a crane overlapping the ejection pipeline. 36. Reverse thrust of a non-aerodrome all-weather aircraft, comprising a reverse control system with locks, an actuator with lever-cylinder assemblies for shifting the flaps, grilles, locks of the working and non-working position of the flaps and their supports, characterized in that each wing has a separate pair of supports offset from a horizontal plane passing through the axis of the engine, an equal amount in the opposite direction with the possibility of separation of jet thrust into forward and reverse parts, the total value of which, at least - on the part of the engine operating modes, for example, aerostatic ones, it does not create horizontal movement of the aircraft. 37. Reverse thrust according to clause 36, wherein the reverse control system is configured to provide adjustment of the angle of rotation of the flap of the wings to ensure equality of forward and reverse thrust in aerostatic flight modes. 38. Thrust reverse according to clause 36 or 37, characterized in that the thrust reverse control system is configured to automatically ensure equal forward and reverse thrust on aerodynamic and aerostatic airplane flight modes. 39. The method of operation of the reverse thrust of a non-aerodrome all-weather aircraft, comprising shifting the flaps to the working position, interacting the gas-air flow, at least a part thereof, with the blades of the grilles to change the direction of this part of the flow, unlocking for shifting the flaps and locking them after moving to the shifted position , characterized in that the shift of the wings to a position that changes the direct thrust to the maximum possible, reverse, is performed at any height at any time during an aerodynamic flight, for example - predetermined flight level in the event of a malfunction in the operation of the aircraft systems, changes in weather conditions or a danger associated with the danger to the aircraft during the continuation of the flight, while simultaneously shifting the wings to urgently reduce the horizontal speed of the aerodynamic flight, put the engine (s) in mode 0 , 3-0.4 small gas and include the selection of air flow for blowing half-planes for transition to aerostatic mode and emergency vertical reduction in flight altitude to safe on which a gradual increase in engine speed gradually reduces the speed of vertical movement to the supporting surface to 0.3-0.15 m / s at the moment the pneumatics of the chassis system touch the support surface in the selected place, and the position of the aircraft is provided with an aerostatic aircraft control system - jet rudder and changes in speed, area and combination of sections of the flow around the half-planes of the wing and plumage, and in the normal flight mode when approaching the landing site, they decrease from the flight level in in the glide path dynamic mode to a safe altitude at which the aircraft is hovering over the selected touchdown point by shifting the wings to a position that ensures equal forward and reverse thrust, and after hovering, the engine (s) rotates the speed of vertical approach to the supporting surface of the landing site. 40. The method according to § 39, characterized in that in order to urgently reduce the horizontal speed of the aerodynamic flight mode in an emergency, the reverse flaps are shifted to a position that ensures that the reverse thrust is higher than the direct thrust, for example, the maximum possible, including followed by a gradual decrease, including - automatic to the equality of direct and reverse thrusts, for example - in proportion to a decrease in horizontal flight speed. 41. A landing gear system comprising a three-post landing gear, two main pillars of which, at one end, are pivotally connected to the wing spar, and a third — tail or bow — with the corresponding part of the fuselage, with a mechanism for cleaning and releasing the struts, control and braking with signaling for locking the racks stowed and released position, characterized in that low pressure pneumatics are installed on the free end of each of the said racks. 42. The gas separation and gas distribution system of a non-aerodrome all-weather aircraft with vertical take-off and landing, containing lines connected to the air conditioning system, pressurization of fuel tanks, and also has one at least a line connected to the path of one, at least the engine and equipped instrumentation with the ability to bypass part of the flow from the air-gas tract to the ejector, gas supply lines from the APU to the engine starter (s), characterized in that in addition to curved highways the system of the claimed aircraft is made with highways connected to the receiver of the air intake channel, the turbofan engine compressor or the second turbofan engine circuit with the possibility of switching it on for taking off or landing the air stream taken from the air duct to the leading edge of each wing half plane, horizontal tail and to the jet rudder stabilizer, with ejection lines suctioned by the air intake intake selected from the air duct of the engine (s) of the air flow after it flow around the half-planes of the wing and horizontal tail for its subsequent release into the receiver nozzle or into the central part of the jet gas jet of its engine (s). 43. The system of claim 42, wherein the air path receiver of the engines of the multi-engine arrangement through the fuselage receiver is connected by highways to the pre-edge distributor of each half-plane of the wing, the jet steering wheel and the APU, and the edge air intake of each of the half-planes is connected by an ejection line to the receiver channel of the nozzle and APU through the ejection receiver of the fuselage or in communication with the center of the jet gas jet of the engine.

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