EA017692B1 - Method for performing takeoffs without runs and landings without runs of a convertible aircraft - Google Patents

Abstract

The invention relates to aircraft, namely rotor-wing aircraft with turning traction rotors, used as lifting rotors during take-offs and landing. The method for performing takeoffs without runs and landings without runs of the convertible aircraft with rotary wings in the vertical plane of symmetry and fins with tractor airscrews attached to them is as follows. Before takeoffs or landings the wings and fins are properly rotated to takeoff or landing position. During takeoffs or landings the wings and fins are simultaneously rotated while keeping constantly in the air flow created by rotary tractor airscrews. Balancing and control of the convertible aircraft by tangage and course is performed with fins blown over by rotary tractor airscrews.

Description

The invention relates to aviation, namely to rotary-wing aircraft with rotary traction propellers used as lifting propellers during takeoff and landing.

Background of the Related Art

Sapayap company became interested in vertical or short take-off / landing devices in 1956, and in 1963, the development began, embodied in the Sapayan S-84 aircraft. It had a traditional fuselage with seats for two crew members and an internal compartment for test equipment or for 12 soldiers. The wings were able to rotate at an angle of up to 100 °, which provided the opportunity to fly not only forward, but also backward at a speed of 56 km / h or hovering in place. Kruger shields were used in conjunction with slit flaps located throughout the wingspan, which could also be used differentially as ailerons. At rotation angles of up to 30 °, the stabilizer rotated synchronously with the wing, which was ensured by internal communication, but at large angles, the tail stabilizer returned to zero deviation. At low speeds or in hovering mode, balancing and controlling the tiltrotor are carried out using two small propellers installed at the end of the fuselage.

The first hovering flight was performed on May 7, 1965. The device scored 145 flight hours before it crashed on September 12, 1967. However, the Canadian Ministry of Defense ordered three copies of the improved С-84-1 aircraft (army designation in Canada - СХ-84) with The turbo-propeller engines Lusotshd BTS1K-4L with a capacity of 1119 kW instead of the previous ones with a capacity of 1044 kW, which were equipped with a prototype aircraft. The capacity of the internal fuel tanks was also increased and two points of external suspension were added.

The first instance of the CX-84 took off on February 19, 1970. In February 1972, the aircraft made several landings on the Guam underwater surveillance control ship and was sent to Patuxent River in July 1973 for in-depth tests, but crashed a month later. This program was completed on a second aircraft and included marine tests of the underwater surveillance system aboard the Guadalcanal ship in March 1974.

In 1964, after numerous studies by designers, aerodynamics, and structural engineers, the American company NSHeg launched the XC-142A military transport aircraft equipped with a 20.6-meter swivel wing with slats and flaps that were hinged to the fuselage. The synchronous mechanism ensured the rotation of the wing by an angle of up to 106 °. Four turboprop engines were placed on the wing, developing at take-off power of 2850 hp. In horizontal flight, medium-sized engines were shut off. A special device issued data (depending on the angle of the wing) for the control system. In the bow of the car was a cockpit, double, with ejected seats.

The XC-142A could take off and land on an airplane, but in this case its take-off mass had to be increased due to the additional fuel supply.

The Be11 U-22 Okrgeu tiltrotor, combining the individual capabilities of an airplane and a helicopter, has been developed in the USA for more than 30 years by the companies Voeshd and Be11 and is in service with the US Marine Corps and the US Navy. The aircraft is equipped with two LIBop T406 engines located at the ends of the wing in nacelles, which can rotate almost 98 °. The screws with three trapezoidal blades are interconnected by a synchronizing shaft, which passes inside the wing. This shaft also provides the ability to land the aircraft on a single engine. In order to reduce the mass of the structure by about 70% (5700 kg), the apparatus is made of composite materials based on carbon and fiberglass with epoxy binders, which makes it a quarter lighter than the metal counterpart.

These aircraft have two main methods (as well as their combinations) for taking off (landing) plane-wing convertiplanes equipped with propellers located in front of the wing by turning the propellers on the Be11 U-22 Okgeu (Bel U-22 Osprey, see materials from Wikipedia, the free encyclopedia, Internet, address: ynr: //y.^ | k | reY1a.ogd / ^ | k | / NU-22) [1];

by turning the wing with propellers on the XC-142A (see the Internet, address: Y1p: //g1i.e.Glgask8/3157127.Yt1) [2] and on Sapayap S-84 (Kanadair SL-84, see materials from Wikipedia - free encyclopedia, Internet, address: 1Shr: // ep. \ y | k | re01a.ogd / \ y | k | / Сш1а0ай_СЬ-84) [3].

Both of these methods assume the following:

takeoff (landing) occurs by exceeding (equalizing) the total thrust from the propellers over the total weight of the tiltrotor;

balancing and controlling the tiltrotor in the longitudinal channel (pitch) at about zero and low speeds is provided by moving the thrust force vector from each propeller along the plane of its rotation, i.e., by changing the cyclic pitch of the propeller, as on Be11 U-22 Ozgeu [1], or by changing the traction force from an additional propeller located in the rear of the tiltrotor, for example, as on the XC-142A [2], or from two additional air

- 1 017692 screws installed at the end of the fuselage in Sapaba1g S-84 [3].

Both of the above methods (or combinations thereof), takeoff and landing of a tiltrotor with balancing and control in a similar way, are inherent in helicopters and their use in tiltrotoplanes of an airplane circuit leads to a complication of the design, an increase in its weight, as well as a decrease in the overall reliability and resources of the corresponding systems. For these reasons, these tiltrotor plans do not fully take advantage of the airplane scheme in terms of speed and range, as well as in the simplicity, reliability, and resources of the balancing and control systems.

The closest analogue (prototype) of the invention is a method of take-off without take-off or landing without mileage of the tiltrotor [3] with tilt-turning wings and tail unit in the vertical plane of symmetry of the tiltrotor, with rotating pulling propellers mounted in front of the wings and secured to them, which balance and pitchfinder and pitch control.

In the known method [3], balancing and controlling the tiltrotor on pitch and heading during takeoff and landing is carried out using two balancing screws located at the end of the fuselage by helicopter method.

The disadvantages of the prototype include the complexity of the design of devices that implement the specified method, the presence of balancing screws at the end of the fuselage leads to an increase in the weight of the tilt plane, as well as to a decrease in the overall reliability and resources of the corresponding systems.

SUMMARY OF THE INVENTION

The proposed method provides takeoff and landing, as well as balancing and controlling the tiltrotor of an airplane circuit, in order to create the necessary total force, mainly directed vertically upward and exceeding or equal to the total mass of the tiltrotor, except for the direct thrust of the propellers , to a large extent, they also use the lifting force from the wing created by blowing the wing with an air high-speed stream from the specified propellers, and the balancing and control of the tiltrotor Mr. in the longitudinal channel in pitch and course is provided by the classic aircraft tail, located in the zone of high-speed air flow from the specified propellers at all stages of takeoff, landing and flight of the tiltrotor.

The essence of the invention lies in the fact that in the method of take-off without take-off or landing without mileage, the tilt plane with the tilt wings turning in the vertical plane of symmetry of the tilt plane and the tail unit, with the rotating pulling propellers mounted in front of the wings and fixed on them, which balance and control the tilt plane in pitch and course, the wings and tail are rotated before takeoff or landing respectively to takeoff or landing position, and in the process of of flight or landing, the wings and tail unit simultaneously rotate, while constantly holding them in the air flow created by the rotating pulling propellers, and balancing and controlling the tilt plane in pitch and course is carried out using tail tail blown from the rotating pulling propellers.

List of figures

The method is illustrated by drawings, which depict:

in FIG. 1 - convertiplane front (front view);

in FIG. 2 - convertiplane side view (side view);

in FIG. 3 - convertiplane from above (top view);

in FIG. 4 - convertiplane side view (side view) during the flight;

in FIG. 5 - convertiplane side view (side view) during take-off or landing;

in FIG. 6 - tiltrotor side view (side view) at the start of take-off (without taking off from the ground).

Information confirming the possibility of carrying out the invention

The invention can be implemented using the following design tiltrotor.

The tiltrotor contains wings 1 installed in the upper part of the fuselage 5, with classic mechanization elements 2, with engines 3 located in front of the wings and mounted on them with propellers 4 installed in the upper part of the fuselage 5, with a tail unit consisting of horizontal tail 6, for example, integral rotary (ЦПГО), and vertical tail 7, for example, two-keel type, with rudders 8.

The wing with engines with propellers and the tail unit of the tiltrotor have such a relationship that when the wing is rotated by a certain angle, sufficient to obtain the total force B necessary for takeoff or landing, directed mainly vertically upward (consisting of the thrust from the propellers X and from the lift forces Υ from the wing arising as a result of the wing being blown by an air high-speed stream from the specified propellers), at take-off exceeding or equal to the total mass of the tiltrotor, and during landing - not exceed the total mass of the tiltrotor, all tail elements at all stages, both takeoff and landing, are kept in the zone of high-speed air flow from the specified propellers. This makes it possible to balance and control the tiltrotor in pitch and pitch with such tail

- 2 017692 in the same way as is usually done during the flight of an airplane.

The technical result of the method is the possibility of using a simpler design for a tiltrotor having less weight, and also due to the lack of need for additional propellers mounted on the end of the fuselage, creating additional resistance to the movement of the tiltrotor in flight, increasing the speed characteristics of the tiltrotor and its flight range.

Claims (1)

CLAIM A method of taking off without running up or landing without converting a tiltrotor with wings rotating in a vertical plane of symmetry of a tiltrotor and tail tails, with rotating pulling propellers fixed in front of the wings and fixed on them, in which they balance and control the tiltrotor by pitch and heading, differing by that the wings and tail before taking off or landing turn, respectively, to take-off or landing position, and in the process of taking off or landing rd and empennage synchronously rotated continuously while keeping them in the air stream produced by rotating pulling propellers, with balancing and management tiltrotor pitch and rate carried via blown from rotating pulling propellers tail.