RU2588198C2 - Aircraft (versions), takeoff-landing gear (versions) and method of lifting aircraft in air (versions) - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: aircraft according to each version comprises fuselage, supersonic wings, fuel tanks, engine and undercarriage. First version incorporates subsonic shoot back wings in combination with supersonic wings. Second version incorporates deflecting aerodynamic shield arranged in bottom of nose, front part of fuselage below centre-section under cabin and aerodynamically connected with wings. Third version has compressible fuel tanks, which are located in recesses for retracting chassis. Takeoff-landing gear for each version has a shock absorber strut. First version is made so that bogie of takeoff landing gear is arranged at landing gear bogie on one shock absorber strut. Second version is made so that takeoff landing gear has wing-support for landing gear. Method of lifting aircraft in air in first version involves acceleration along surface of runway, separation from its surface with subsequent release of takeoff landing gear so that it pushes through powder charges aircraft vertically upwards. During separation from surface of runway aircraft is taken to maximum angle of attack by pushing energy of front leg of takeoff landing gear with position of piloting control device at minimum angle of attack, when pitch controls are behind aircraft centre of gravity. Method of lifting aircraft in air in second version is based on front leg landing gear leg at a rate equal to speed of separation from surface of runway. Landing gear front leg is pressed and takeoff landing gear, pushing control handwheel completely from itself, and then landing gear front leg is lifted, taking wheel against stop. Method of lifting aircraft in air in third version involves releasing flaps, slats wing, wing outlet, reduction of installation angle of wing, engines, switching off brakes, removal of engines in takeoff mode. Wing mechanisation is released in position of takeoff, and reflecting aerodynamic screen shields bottom, at centre section of wings and nose - after taking to takeoff mode.

EFFECT: group of inventions is aimed at expansion of technical facilities.

13 cl, 5 dwg

Description

The present invention relates to rocket ballistic, space, aviation technology.

The famous project of the Austrian engineer Zenger, who in 1933 proposed a project for an ultra-long bomber. The inventor decided to use the same effect that occurs when flying a flat pebble that ricochets from the surface of the water. In theory, a specially designed aircraft soared into the air at high speed, reaching an altitude of 250 km. and dived to an altitude of 40 km., and then again rose s height. At each immersion in dense atmospheric layers, the aircraft had to lose a certain percentage of the reported acceleration, thereby reducing its jumps and switching to planning along a downward path.

The aircraft was supposed to have pointed shapes, a flat lower part of the fuselage and small wings that served as a stabilizer. The take-off was supposed to be carried out using jet boosters that accelerated the aircraft to a separation speed of 500 m / s. (1800 km / h) followed by acceleration to 6 km / s ..

Work on the project was carried out until 1942, but it did not come to its implementation in metal. (“Children's Encyclopedia of Aviation”; Polygon Publishing House 2003; p. 466, authors: Vvaleriy and Vitaliy Tarnavskie).

GENERAL SIGNS:

1. - Jet boosters.

2 - The flat bottom of the fuselage.

3 - Small wings.

4 - There is one chassis - “TAKEOFF”.

LIMITATIONS:

Lack of: (1) - a railway chassis capable of providing a separation speed of 1800 km / h, 2 - a multidimensional scheme of the aircraft, 3 - compressible fuel tanks, 4 - repulsion from the Earth's surface, 5 - the inability to land without a chassis on the ground, 6 - Inability to land on water.

The Wright Brothers plane is known (Children's Encyclopedia of Aviation; Polygon Publishing House 2003; authors: Valery and Vitaliy Tarnavsky); - 1903 - BIPLAN.

Acceleration of the aircraft was carried out on wooden rails.

GENERAL SIGNS:

1 - Biplane wing diagram.

2 - Acceleration of the aircraft on rails.

LIMITATIONS:

1 - Subsonic wing.

2 - Lack of a jet engine.

A known take-off method described in the manual for flights on the transport aircraft "AN-12", in particular, there is "INSTRUCTION FOR THE CREW OF THE AIRPLANE-12"; USSR Ministry of Defense; Air Force; (Military. Publ., 1981). Introduced by the commander of the military transport aviation of the Air Force. Order of the Red Banner of Labor Military Publishing House of the Ministry of Defense of the USSR, p. 10, clause 1.4.3. “Maximum, minimum and safe flight speeds”, Fig. 1.6 (Instrumented flight speeds) Oz-35 ° degrees, the engine operating mode is “take-off” ISA conditions).

A prototype of a take-off method for an airplane rocket aircraft.

"3 ... the crew commander slowly releases the brakes and begins the takeoff run of the aircraft ....

6. ... The raising of the front leg of the landing gear is carried out at a speed of 170-200 km / h, depending on the take-off weight of the aircraft, with a SMOOTH (!!!) helm movement.

7. ... After the separation, the aspiration of the aircraft to lower the nose (with front centering) or lift it (with the rear ...) is easily countered by the helm ....

8. The separation of the aircraft from the runway occurs at a speed of 185-230 km / h. (depending on the take-off weight of the aircraft, temperature and pressure of the outside air). When the aircraft takes off from the Earth and in the next flight, the aircraft does not have a tendency to change the pitch angle and the aging is carried out with a gradual increase in speed and altitude. ...

ADDITION:

1.3-1. During the take-off run, before raising the front leg, the crew commander using the steering wheel action “on his own” - Presses the front landing gear to the surface of the runway. But not at full strength.

2.2.3. Before RUNNING, before moving away, the crew commander flaps into the “TAKEOFF” position.

Common signs:

1 - “(3) The crew commander slowly releases the brakes and begins to take off ...

2 - (3.1) During the take-off run, before raising the front leg, the crew commander using the helm “from himself” - Presses the front landing gear to the surface of the runway.

3 - (7 ...) The desire of the aircraft, after separation, to lower the nose (with the front alignment) or lift it (with the rear ...) is easily countered by the helm ....

Disadvantages:

1 - The lifting force of an airplane at the moment of separation consists only of aerodynamic (gas) force (theoretically, what is taken into account). But in practice, quite strong impulses, as they accelerate, are also given by the shock absorber of the chassis, and in total they repel them - they lift the plane into the air.

2 - High take-off speed.

3 - Uncertainty of take-off speed.

4 - Long take-off run due to increased air resistance.

5 - Greater fuel consumption when gaining a given flight altitude.

6 - Greater fuel consumption when taking off on the runway.

The famous "Messerschmitt-163" - "Comet" - "Me-163" of the company "Messerschmitt" - a "tailless" scheme with an arrow-shaped wing. The wing area of the aircraft is 20.37 M; take-off weight - 5299.8 kg, load per wing area - 260.9 kg / m. The maximum speed of the serial "163-C" is 858 km / h; the aircraft was able to gain altitude of 12,100 m in 3 minutes and 20 seconds; Earth’s speed was 60 m / s.

GENERAL SIGNS:

1. Separation of the chassis system on the take-off and landing device, but not on the chassis.

2. A jet engine.

LIMITATIONS:

1. The insufficient speed of separation of the aircraft for flight into space.

2. There were no supporting wing supports for ski or wheel type.

3. The separation of the chassis system into a take-off and landing device was not caused by the need to increase the rate of separation from the Earth.

4. Landing culminated in a U-turn and a coup.

5. Hard landing due to lack of pneumatics at the landing device.

6. The engine sometimes exploded simply from a rough landing.

7. A high probability of injury to the pilot's spine during landing.

8. The short range.

9. No repulsion of the aircraft from the surface of the Earth.

The separation from the surface of the planet occurs with a take-off trolley, the weight of which is included in the take-off weight of the aircraft.

The famous "Messerschmitt-263D" - (Me-163D) - the last in a series of missile aircraft under the program.

The plane had a new fuselage, an airtight cockpit, the usual pneumatic takeoff and landing landing gear .... The chassis was retracted hydraulically. (Children's Encyclopedia of Aviation. 2003. Polygon Publishing House, p. 264.)

GENERAL SIGNS:

1. Chassis for takeoff and landing.

2. A jet engine.

3. The landing gear is pneumatic.

LIMITATIONS:

1. Insufficient separation of the aircraft for flight into space - even along a ballistic trajectory.

2. Insufficient lift at the aircraft to fly into space.

3. Pneumatic take-off chassis.

4. There is no repulsion of the aircraft from the Earth when it is separated from the Runway.

5. The short range.

6. Lack of an additional wing.

7. There is no way to shoot the extra wing after takeoff.

8. No compressible fuel tanks.

9. There is no reduction in the mid-section of the aircraft as fuel is developed

10. There is no decrease in air resistance as fuel is generated associated with the mid-section.

A well-known Japanese space passenger aircraft project, developed by the Japanese government since 1987. This passenger aircraft will be able to get from New York to Tokyo in three hours at a speed exceeding the speed of sound by 10-20 times.

According to the engineering concept, the super aircraft, unlike the space shuttle, will start from the usual runway of the airfield. The new engine will allow it to accelerate, in the work on which the Japanese designers have advanced. ... The engine is a solid fuel with hydrogen cooling. "Evening Bishkek" 1995 October.

GENERAL SIGNS:

1. Chassis for takeoff and landing.

2. Rocket, jet engine.

3. Landing gear - pneumatic.

LIMITATIONS:

1. Small lift from an airplane for space flight.

2. Insufficient separation speed for space flight.

3. The large explosiveness of solid fuel engines.

4. Low power solid propellant engines in comparison with a liquid engine.

5. Pneumatic take-off chassis.

6. No repulsion of the aircraft from the surface of the Earth during take-off.

7. No compressible fuel tanks.

8. Lack of additional wings

9. There is no way to shoot an extra wing.

10. There is no landing gear under the center of gravity of the aircraft.

SUMMARY OF THE INVENTION

(Description of COMPLIANCE of essential features providing the result.)

1 OBJECTIVE of the invention is to INCREASE the ENERGY reserve: KINETIC energy is added to the CHEMICAL-THERMAL energy of the fuel reserve, which is present on board a single-stage rocket jet aircraft, at the moment of its separation from the planet surface.

2 An increase in kinetic energy in an aircraft leads to an increase in lift in the aircraft.

3 For an additional FAST increase in the lifting force of the aircraft set a multiple of the lifting bearing surfaces of the wings.

A.1 The essence of the MULTI-PLAN feature is the possibility of a multiple increase in the take-off weight of the aircraft at the same speed of separation from the surface of the runway.

A.2 The essence of the sign of EXTRACTION of excess wings is to facilitate and increase flight speed, lift force, if this will be justified in terms of flight range in the end and the safety of landing on a missile BALLISTIC passenger, cargo aircraft, especially?

A.3 The essence of the sign that compressible fuel tanks are located in niches for cleaning the chassis, aerodynamic shields, there is a REDUCTION of the mid-section of the aircraft, air resistance - depending on the generation of fuel in the niches for cleaning the chassis, aerodynamic shields.

A.4 The essence of the sign that the deflecting aerodynamic shield is located at the top of the bow, the front of the fuselage, above the cockpit, in the area - in an increase in the lift at the fuselage-planning range. The essence of the sign that the aircraft has a deflecting aerodynamic shield located at the bottom of the fuselage, at the bottom of the wing center section and is aerodynamically connected to the wing, is to increase the aircraft’s lift in dense atmospheric layers. 2 - In a sharp (at times) increase in RESOURCE, life, durability of chassis rubber, landing gear, wing spar, as landing is softened. the impact force decreases - as a “square” of the difference in speeds, which leads to a significant increase in economic efficiency, landing safety. Somewhere 2 times. That did not find a practical REFLECTION between the Tu-124 and TU-134 airplanes (I think that the designers were afraid to extend the life of the landing group of the structure because of the material lack of interest in risk. Here you can save 2 times on one rubber, since the landing speed is reduced by 2 times, and it wears off weaker on concrete the first time it touches the concrete surface.The essence of the sign that the deflecting aerodynamic shield is located in the nose front, lower, part of the fuselage, under the cockpit, in the area, is to increase The difference in lift and convertible torque.

A.5 The essence of the sign that the aircraft has a separate landing gear designed to disperse and tear off the runway surface — the landing gear — and a landing gear — landing gear is to increase landing safety and landing gear height to facilitate access to the GORB the air cushion of the screening effect of the aircraft during take-off and increasing the take-off weight of the aircraft by 1.5 times. IN RELIABILITY OF ACCELERATION, REDUCING RUBBER WEAR, IF THE TAKEOFF CHASSIS IS PNEUMATIC.

A.6 The essence of the sign that the wheel of the take-off chassis, including the disk, the brake, is equipped with a disk for the rail track IS in increasing the speed of separation of the aircraft.

A.7 The essence of the sign that the rail track rail has a threaded connection for connecting the disk with the pneumatics IS in the possibility of transporting the aircraft and the take-off trolley along the airfield, installing the aircraft on the railway for take-off.

A.8 The essence of the sign that the trolley of the take-off chassis is located under the trolley of the landing gear, on the same suspension strut IS in increasing the height of the landing gear, facilitating the take-off device.

A.9 The essence of the sign that the take-off landing gear is supported by the landing gear IS in increasing the reliability of securing the aircraft to the take-off landing gear.

A.10 The essence of the sign that the support is bent under the wheels of the landing gear IS in an additional increase in the reliability of securing the aircraft on the take-off landing gear.

A.11 The essence of the sign that the aircraft does not have a landing gear is to LIGHTEN the aircraft.

A.12 The essence of the sign that the acceleration of the aircraft is carried out at a distance from the lower point of its fuselage to the surface of the runway, sufficient to accelerate to the speed of horizontal flight after the landing gear is reset, and during separation from the surface of the runway, the landing gear is pushed vertically to the top There is the possibility of increasing the take-off weight of the aircraft 1.5 times (one and a half times).

A.13 The essence of the sign that the take-off chassis pushes the aircraft vertically to the top IS through the energy of powder charges in additional acceleration of the aircraft when pushing away from the runway, the planet.

A.14 The essence of the sign that during separation from the surface of the runway the aircraft is brought to the maximum angle of attack using the push energy of the front strut of the landing gear when the pilot control device is at the minimum angle of attack, when the pitch controls are behind the center of gravity of the aircraft in increasing the lifting force of the wing due to flaps - flaps, lowered to the bottom.

A.15 The essence of the sign that the landing gear pushes the plane vertically to the top, pushing from the take-off landing gear through its suspension strut using pitch controls due to the elastic energy of the strut strut, swing, airplane — with maximum overload, abruptly consists in using governing bodies in the creation of additional lifting force due to the push - overload from the inertia of the counter-motion forces as in a bird.

A.16 The essence of the sign that the speed of raising the front landing gear is increased to the speed of separation from the surface of the runway and at the same time is lifting the front strut of the landing gear with the aircraft tearing off the surface of the runway, with maximum overload - consists in (1) adding up the reaction force struts with lifting force of the wing, (2) - reducing air resistance on the take-off from the moment of raising the front landing gear to the gap.

P.17 The essence of the sign is that abruptly, with maximum overload, press the front landing gear, depressing the control wheel completely “away from you”, and then abruptly, with maximum overload, raise the front landing gear, fully, fully, taking the steering wheel “to itself "IS" - in creating the maximum compression load of the shock absorbers of the chassis in order to maximize, with maximum overload, PUSH away from the surface of the planet, the runway.

A.18 The essence of the sign that the control wheel abruptly, with maximum overload, is returned to the angle of attack effective is to stabilize the aircraft, in order to avoid disruption of the air flow from the wing, and most importantly, the loss of kinetic energy of the aircraft when it is located at supercritical angles of attack for a long time, since the engine thrust is less than the weight of the aircraft, which will lead to braking and stalling of the aircraft (which was the case in the practice of operating the Tu-154).

TOTALITY of the indicated features is new and unknown to the author: Yevgeny Kombarov.

DETAILED DESCRIPTION OF THE INVENTION

"The maximum allowable rolling speed during takeoff Vmax vzl. and landing Vmax pos. When rolling at high speeds, either frame failure, pneumatics, or tearing of pieces or a tread cut can occur. Speeding is especially dangerous for new, worn-out pneumatics. a decrease in charging pressure reduces the maximum permissible speeds by 20–25 km / h. for every 1 atmosphere. “Combat aircraft equipment:“ Aircraft, power plants and their operation ”V.F. Pavlenko; A. Dyachenko, V.I. Zhulev and others; Moscow, Military Publishing House, 1984 - 320 p. Fig. Page 108. ”

With increasing stiffness pneumatics - increases the maximum speed of the aircraft, with the same engine thrust. The hardest wheel is the railway. A railway trolley for each landing gear rack allows you to lighten the railway chassis by a few tons maximum - due to the use of shock absorbers for the landing gear, the aircraft frame and does not affect the take-off run, the rocket fuel consumption is noticeably increased, the height of the take-off landing gear is increased. That allows you to place and below the fuel tank of large sizes and does not interfere with the creation of ec. ef. as if correcting a railway platform.

A rocket on a railway trolley developed a speed greater than the speed of sound. The magazine "Young Technician". The push from the take-off landing gear allows the aircraft to raise 1.5 times more before moving into horizontal flight than without a jolt - due to the “take-off” mode of engine operation. In addition, if you fully release the flaps into the landing position - 45 degrees, then the plane does not have a positive angle of attack, and if you push it off the planet’s surface, the runway through the front landing gear, the plane will go out for a short time at a positive angle of attack - sufficient to detach from the surface runway.

The versatility of the aircraft allows you to get not enough weight to achieve goals in space, - INCREASED flight range, rate of climb, flight altitude. For example, the I-15 plane (one and a half-plane) had a flight height of 1.5 times more than the I-16 with engines of equal power. I-15 - 14500 m., And I-16 - 9200 m. I-15 could rise higher, but the pilot did not have a sealed cabin, and the plane could rise higher as recognized by the pilot. In fact, the Messerschmitt-263 has a flight altitude of 12,600 m, which is significantly inferior in height to even the piston I-15-14500 - this makes it possible to install a second wing. The tendency to install in front of the wing, according to the “duck” pattern of supersonic aircraft, also went. Russians without a pressurized cabin have a height of 14,500 meters.

The Germans with a pressurized cabin - 12,600 meters.

Shooting the "English" wing - tank allows you to increase flight speed, possibly in the future, in the case of a radio-controlled landing - planning, and reuse or facilitate processing by moving, if possible, to the place of processing during planning - reducing the cost of transportation when disposing of the fuel tank .

The nasal aerodynamic shield allows you to reduce the vertical descent speed and increase the planning range (like the An-12 aircraft), in critical emergency diving it allows you to go into horizontal flight.

The reflecting lower aerodynamic shield under the wing center section (like the Tu-124) allows to reduce the landing speed to 150 km per hour. That allows landing without landing gear on arable land or water - lightweight construction will be 3-5% of the take-off weight of the aircraft. Moreover, due to the high landing speed, the Buran has a high probability of tipping over through the nose - in case of high rolling resistance (as it now turns out and was silent about). In fact, the Buran flew without a crew.

If we talk about the possibility of using the screening effect to disperse the aircraft, it should be noted that modern science has not yet found a way to use it.

The reason for this state of affairs is that, if you count on creating an air-shielding cushion under the plane on takeoff, then he (the plane) must push such a mass of air in front of him, condense it and then climb on it - the so-called “Hump” (in the language professionals), which increases the air resistance several times - and makes it inappropriate to use it. Although, if you increase the HEIGHT of the landing gear, then jumping from a height onto the "hump" of the air cushion will avoid unnecessary resistance.

SUBSTANTIATION OF FUEL RESOURCE EFFICIENCY AT THE BEGINNING OF THE FLIGHT.

The landing gear (without amplification) can withstand approximately 3 times the take-off weight when landing quietly - he saw. Therefore, it is not difficult to disperse an airplane with a fuel tank on its back with a multiple supply of fuel necessary for flying into space.

“The parts of the aircraft’s design include: 1 - a glider, 2 - take-off and landing devices, 3 - means of providing life support and crew rescue, 4 - power systems (hydraulic and air), 5 - aircraft control system, 6 - fuel system , 7 - engines, 8 - oil system ...

... the mass of the aircraft’s design is about 1/3 of its mass ”(“ Combat aircraft equipment ”authors VF Pavlenko et al. - Moscow; Military Publishing House, 1984 - 320 pp. Ill. - p. 80.” Section 2 ” Aircraft Design ”-4th paragraph from above.

Thus, it can be seen that the tank-glider on the "back" of the space plane is more than 1/3 of take-off weight lighter than the installation of the tank-plane on the "back" of the space plane or the launch of the space plane from the back of the carrier aircraft. Studying the design of the Space Shuttle rocket and space system, I came to the conclusion that the designers tried to make reusable use of the Liquid-Jet engine.

The presence of a second, third wing allows you to increase take-off weight.

2 PART

The practice of operating the Shuttle reusable missile system has shown that the reusable use of solid propellant powder boosters is more expensive than the manufacture of new ones.

The random release of the braking parachute at the Messerschmitt-263 (pilot Optic. Aviation History magazine No. 25; p. 22; 2005, 30 Vokzalnaya St., Voskresensk printing house, order 1806.) showed that the plane planned further than the pilot expected. It can be concluded that to increase the RANGE of flight, you can use a braking parachute, but also a glider parachute located in the front of the aircraft, since rocket aircraft have a short flight range. The versatility of the design also increases flight range due to planning. In space technology, on rockets, on descent vehicles, a parachute is used for planning in the atmosphere, but on space planes this fact, the technical solution is denied - (?!) - why? After all, this is the principle of "bird's" flight - up, the wing was squeezed (hard wings), and - down, the wing was unclenched. These are fundamental things, classical things in nature that modern designers do not pay attention to, ignore the classics of flight, in principle. - So they don’t get economic efficiency.

There were several cases of super-long-range planning of Mig-23 supersonic fighters, after the pilots accidentally left them. I explain this by the fact that a “bully” appeared in the form of an upper aerodynamic shield. (What was ignored by science - the upper aerodynamic shield was used for braking only on the run). He created the necessary positive angle of attack - for planning. The presence of several aerodynamic guards allows for a more stable flight in terms of controllability (when one aerodynamic shield “insures” the other, as it were).

At first, the front wings were also not provided for the Tu-144 - however, then they were installed - they were especially effective in landing mode. By the way, the T-144 also had a case when it was pulled into a dive during a test flight, which shows the need for aerodynamic shields in the nose of the fuselage. The aircraft itself, with the help of elevators, could not get out of the dive - and only intuitive non-standard actions using inertia “from the buildup”, the pilot’s actions allowed the aircraft to be taken out of dive (by the way, I myself guessed almost the same actions during the analysis of the crash in our regiment, and the pilots did not guess - why test pilots do not share their experience with ordinary pilots

The presence of steering engines allows the use of vertical plumage in the active part of the flight as bearing surfaces.

It is worth paying attention that at a speed in the region of 520 km / h. in an aircraft with a thick wing, the speed loss is about 11 km / h, and if two supersonic thin wings are taken into account, then in case of acceleration in the region of these speeds, there will be no speed loss. (Local supersonic shock waves - flow disruptions - occur on the wing surfaces at speeds of 0.6 Mach. (650-700 km / h)).

ABOUT TAKEOFF

Pilots on light airplanes have the technique of “extinguishing the goat” - in the case of a hard landing, when the plane rises to the top from the impact on the ground, with maximum overload, the pilot does the REVERSE operation with what he does on takeoff ": SHARP C, with maximum overload, gives the helm away" from itself "and sharply returns it" to itself "to the position of the maximum angle of attack effective.

The thrust in the take-off mode of the engines is 1.5 more than in the "cruising" mode, therefore, having pushed off the surface of the runway-ground, turning into horizontal flight, the take-off weight can be increased by one and a half (1.5) times, Compared to normal take-off weight permitted by instructions.

Compressible fuel tanks allow you to increase the flight range with the same drag and mid-section of the aircraft, when the fuel from them is produced in the first place.

The delayed release of the aerodynamic mechanization of the wing and the aircraft accelerates acceleration, since at a speed of 36.6 km / h. the cyclist has 80% resistance - air resistance. And for aircraft, when calculating the take-off length, rolling friction in pneumatics is neglected.

The wing with variable sweep in the upper part of the fuselage allows you to sharply increase the length of the fuselage, which will increase the speed and stability of the flight with the same engine thrust, power (“Length provides speed” - English proverb - the truth about the speed of ships, “The fastest ships”), secure take-off and landing. The first in the world such a solution was applied by Russian designers on the Tu-144 - the first and last time, after the long operation of the Tu-144. And judging by the American manned cruise missile, which reached a flight altitude of 100 km. - the space plane will be long (more than 8-11 widths of the mid-section of the plane. "X-15-A-CUIA; 1959 144"). Also, additional lift and stabilization of flight at low critical speeds.

TOTALITY of the indicated features is new and unknown to the author: Yevgeny Kombarov.

DESCRIPTION OF DRAWINGS

The figure No. 1 shows a view from the side. The figure No. 2 shows a rear view. The figure No. 3 shows a view of a compressible fuel tank in a niche of the landing gear. The figure No. 4 shows the location of the suspension strut landing gear landing gear above the landing gear rack. The figure No. 5 shows the rise of the aircraft during takeoff.

List of drawings

1. Railway wheel - drive take-off chassis - trolley.

2. Frame railway take-off chassis.

3. Wing-support for landing landing gear.

4. Pneumatic wheel for landing gear.

5. Rack landing gear.

6. Rail rail for take-off chassis.

7. Support for rails.

8. Support for the railway track.

9. A guard for closing the chassis wings.

10. The lower aerodynamic shield under the wing center section.

11. The front lower aerodynamic shield.

12. Hydraulic cylinder for the release and cleaning of aerodynamic shields.

13. The bearing wing of the aircraft.

14. The rocket engine.

15. Steering wheel.

16. Fuel tank-glider "English", firing back.

17. The cockpit.

18. The direction of the shooting tank-wing "English".

19. The third tank-glider (as an option).

20. COMPRESSIBLE tank.

21. The shock absorber of the aerodynamic shield.

22. Aerodynamic shield "landing".

23. Niche cleaning landing gear.

24. Outboard fuel tank.

25. Vertical plumage.

26. Compressible fuel tank in the chassis niche.

27. A restrictive ring of a railway wheel disk.

28. Direction of cleaning the main chassis.

29. The powder charge of the shock of the main chassis.

30. A threaded socket in a railway wheel disk for connecting a pneumatic wheel disk for transporting an aircraft in tow along an airfield.

31. Pneumatic wheel for maintenance.

32. Bolt for connecting a railway wheel with a pneumatic wheel.

33. Parachute wing-glider.

34. The upper aerodynamic shield.

35. The divider.

36. The front wing with variable sweep.

The rise of the aircraft (figure 5) during takeoff is determined by the expressions.

V _a.s. = V _separation ≥ 230 km / h

Y + F _am.p. = Y _∑ ,

Where

Y is the lifting force of the wing of the aircraft;

F _{am.p. -} repulsive force of the shock absorber of the front landing gear;

Y _∑ - the total lifting force of the aircraft.

Claims (13)

1. Aircraft containing the fuselage, supersonic wings, fuel tanks, engine and landing gear, characterized in that it is equipped with a subsonic firing wings in combination with supersonic wings. 2. Aircraft containing the fuselage, supersonic wings, fuel tanks, and landing gear, characterized in that it is equipped with a deflecting aerodynamic shield located at the bottom of the nose, front of the fuselage at the bottom of the center section under the cockpit and aerodynamically connected to the wings. 3. Aircraft containing the fuselage, ultrasonic wings, fuel tanks, landing gear niches, characterized in that the compressible fuel tanks are located in the landing gear niches. 4. The aircraft according to claim 3, characterized in that the compressible fuel tanks are located in the bottom of the fuselage, at the bottom of the center section and additionally in a niche for cleaning the aerodynamic shield of the mentioned wings. 5. The aircraft according to claim 3 or 4, characterized in that the additional compressible fuel tank is located in a niche for cleaning the nose aerodynamic shield. 6. A take-off and landing gear having a suspension strut, characterized in that the take-off gear trolley is located under the landing gear trolley on one shock-absorber strut. 7. The take-off and landing gear having an amortization strut, characterized in that the take-off landing gear has a wing support for the landing gear. 8. The take-off chassis, according to claim 7, characterized in that the wing support of the take-off chassis is curved under the wheels of the landing gear. 9. A method of lifting an aircraft into the air, including accelerating it over the surface of the runway, detaching from its surface and then dropping the take-off chassis, characterized in that the take-off chassis pushes the aircraft vertically upwards by means of powder charges, while during the separation from the surface the take-off strip of the aircraft is brought to the maximum angle of attack by means of the push energy of the front strut of the landing gear when the pilot control device is at the minimum angle of attack, p and finding the controls on the pitch behind the center of gravity of the aircraft. 10. The method of lifting into the air of an aircraft according to claim 9, characterized in that the landing gear is dropped by pulling under its own weight along the guides. 11. The method of lifting the aircraft into the air, based on raising the front leg strut of the landing gear at a speed equal to the separation speed from the surface of the runway, characterized in that they press the front strut of the landing gear and the landing gear, depressing the control wheel completely away from you, and then raise the front landing gear, taking the helm toward you all the way. 12. The method according to claim 11, characterized in that the control wheel is returned to the neutral position. 13. A method of raising an aircraft into the air, including the release of wing mechanization: flaps, slats, wing release, reducing the wing angle, turning on the engines, releasing the brakes, putting the engines into take-off mode, characterized in that the wing mechanization is released in the take-off position, reflecting aerodynamic shielding shields lower, in the center wing and in the nose - after taking to take-off mode.

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