JPH0254279B2 - - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention is directed to the reduction of the propulsion jet as a result of the supercirculation created in the main wing and as a result of the downward deflection of the propulsion jet caused by the Coanda effect immediately downstream of the main wing. The invention relates to jet-propelled aircraft of the type having a propulsion jet oriented over the upper surface of the main wing to provide additional lift.

An example of an aircraft of the above type is the Agard
CP-262 “Aerodynamic Control Characteristics” Section 8 “YC-14
Top outlet flap: unique control surface” (Agard
CP−262 “Aerodynamic characteristic of
control”, section 8 “The YC−14 upper
surface blown flap: a unique control
The technique is described and illustrated in the technical publication entitled ``Surface''.

Regarding the aircraft exemplified in the above-mentioned technical publications, those skilled in the art will be able to understand the
Each propulsion device is placed on a main wing, following a configuration known as "over-the-wing".
This feature allows the propulsion jet to be directed over the top of the wing, creating supercirculation of the wing, resulting in a significant increase in lift. Additionally, due to a phenomenon known as the Coanda effect, a jet oriented over the top of a wing will follow the curvature of the top of the wing and be deflected downward immediately downstream of the wing; The increase in lift is approximately equal to the thrust of the jet.

It is an object of the invention to provide an aircraft of the above-mentioned type with further improved lift characteristics.

The main features of the aircraft according to the present invention are as follows. That is, the area of the upper surface of the main wing which the jet is oriented to cover is laterally defined by two longitudinal plate surfaces projecting from the upper surface of the main wing, the primary fluid being the jet and the secondary fluid being the jet. The fluid is adapted to form a single-plane ejector device with an airflow flowing over the upper surface of the wing, the successive expansion, mixing and recompression zones of the ejector device forming a single actuating device with the airflow flowing over the upper surface of the main wing. It is in a configuration defined by a surface.

The features described above make it possible to obtain an increase in jet thrust which is translated into a combined increase in lift and thrust.

According to a first solution, the propulsion jet is oriented to impinge on the upper surface of the main wing so that the jet assumes a flat and wide shape on the upper surface of the main wing by contact with the upper surface of the main wing. It's summery.
In another solution, the propulsion jet is oriented so as not to impinge on the upper surface of the main wing. in this case,
The nozzle through which the jet is discharged has a flat and wide profile so as to impart a corresponding shape to the jet.

In a preferred embodiment of the invention, the propulsion device from which the jet is discharged has a device for generating vortices in the jet to ensure mixing of the jet with the air flow flowing over the main wing surface. It's summery.

An aircraft according to an embodiment of the invention has a conventional shape with one fuselage and two main wings.
In this case, at least two propulsion devices are provided on the sides of the fuselage, one for each main wing, and the front and rear plate surfaces are provided for each of the two main wings, and the longitudinal direction of the aircraft is It is almost parallel to the plane of directional symmetry.

The aircraft according to the second embodiment of the present invention has a shape with two fuselages and two main wings.
The two fuselages are connected to each other by the center section of the main wing. In this case, the jet is oriented to cover the central portion of the main wing, and the longitudinal plate surface is constituted by these two fuselages.

Preferably, in said first embodiment, each of the longitudinal plate surfaces is located at a point on said main wing intermediate between the fuselage and the free end of the respective main wing, and this point is The center of pressure and the center of pressure of the portion of the main wing between the fuselage and the longitudinal plate surface are selected to coincide with each other in the longitudinal direction.

This feature minimizes pitching moments caused by thrust variations.

Another feature of the first embodiment is that the aircraft has a triangular main wing and a canard-type secondary wing placed in front of the main wing, and the propulsion device from which the jet is discharged is attached to the secondary wing. It is arranged in line with the trailing edge of the secondary wing and has a device for changing the direction of the jet.

Because of this feature, the jets used to create supercirculation on the main wing can also be used to act as a "blow flap" system on the secondary wing. Due to changes in the direction of these jets,
This change in the direction of the jet does not cause the total lift to change appreciably;
The lift of the secondary wing can be controlled.

According to the aircraft according to the invention, the ejector device makes it possible to obtain an increase in jet thrust which is converted into a combined increase in lift and thrust. The increase in jet thrust increases both the lift component due to the effects of supercirculation acting on the wing and the lift component due to the downward deflection of the jet due to the Coanda effect immediately downstream of the wing. As the thrust of the jet increases, the lift component due to the downward deflection of the jet becomes dominant over the lift component due to the supercirculation effect. Furthermore,
The portion of the aerodynamic field affected by the deflected jet is concentrated in the area adjacent the trailing edge of the wing. This provides the possibility of controlling the attitude of the aircraft by reorienting the surface area adjacent to the trailing edge of the main wing with the aim of increasing lift by directing the deflected jet in a corresponding direction. caused to occur.

This possibility is exploited in a further embodiment of the aircraft according to the invention, which is characterized in that the main wing of the aircraft has a fixed forward part which occupies a small part of the chord and a fixed forward part which occupies a large part of the chord. a movable rear portion, the movable rear portion being pivotally connected to the fixed front portion for pivotability about a generally transverse axis and tiltable downwardly with respect to the fixed front portion; A movable control surface for controlling the attitude of the aircraft is provided on the trailing edge of the movable aft part between the longitudinal plate surfaces, and the aircraft is further provided with a movable control surface for controlling the attitude of the aircraft as it flows over the upper surface of the main wing in a predetermined flight attitude. a sensor device adapted to detect a change in the direction of airflow; and a drive adapted to move said movable control surface in response to an output from said sensor device to maintain an immutable attitude of the aircraft. The configuration includes a device.

According to another preferred embodiment, the sensor device is constituted by an auxiliary movable surface. More preferably,
The auxiliary movable surface is connected to the movable control surface by a mechanical transmission, such that the auxiliary movable surface also acts as a driver for the movable control surface.

Preferably, the auxiliary movable surface comprises a horizontal stabilizer of the aircraft, which horizontal stabilizer is adapted to move in a vertical direction.

Embodiments of the present invention will be described below with reference to the accompanying drawings.

Figures 1 and 2 of the accompanying drawings illustrate the similarities that exist between the aerodynamic field of the wing and the aerodynamic field of the ejector. More specifically, the aerodynamic field of the wing is schematically illustrated in the upper part of FIG. 1, and the relative changes in pressure are schematically illustrated in the lower part. The aerodynamic field consists of a stagnation region indicated by A on the upstream side of the wing, a high speed region indicated by B on the upper surface of the wing, and a recompression region indicated by C on the downstream side of the wing. have. In the upper part of FIG. 2, an ejector is schematically shown, comprising a pipe 1 having a converging section 2 and a diverging section 3, and a nozzle 4 positioned within the converging section 2 of the pipe 1. have. According to the well-known working principle of the ejector, the kinetic energy of the jet of fluid (primary fluid) discharged from the nozzle 4 is absorbed by the flow of the other fluid (secondary fluid) flowing from the input part of the converging section 2. , mainly through mixing. The kinetic energy possessed by the flow produced by the mixing of these two fluids is converted into pressure energy at the diff user or divergent section 3, so that the pressure at the outlet of the ejector is The pressure at which the fluid is drawn into the pipe 1 is higher than that of the atmosphere. In FIG. 2, A, B, and C indicate the expansion region, mixing region, and recompression region of the ejector, respectively.

As is apparent from a comparison of FIGS. 1 and 2, similarities exist between the aerodynamic fields of the wing and the ejector.

Because of this similarity, it is possible to provide an ejector system that conforms to the upper surface of a jet-propelled aircraft wing by directing the propulsion jet over the upper surface of the wing to form a uniplanar ejector. A theoretical possibility is given. In the single-plane ejector, the primary fluid is the propulsion jet, the secondary fluid is the airflow flowing over the upper surface of the main wing, and the expansion, mixing and recompression regions of the ejector are on the upper surface of the main wing. Defined by a single working surface consisting of:

Figure 3 schematically shows the application of the ejector principle to the main wing of a jet-propelled aircraft, with U indicating a nozzle from which the propulsion jet is ejected. , and B is the mixing region between the jet and the airflow flowing over the upper surface of the main wing.

The advantage obtained by applying the ejector principle is that a significant increase in thrust is produced which translates into a combined increase in both lift and thrust.

According to research and experiments conducted by the applicant, the main problems that must be solved in order to actually achieve the above-described single-plane ejector device that conforms to the upper surface of the main wing of a jet-propelled aircraft are: It has been found that efficient mixing can be achieved between the jet (primary fluid) and the air flow (secondary fluid) flowing over the upper surface of the main wing in the high-velocity region of the main wing, that is, in the region very close to the upper surface of the main wing.

In the aircraft according to the present invention, this problem is solved as follows. That is, the above problem is solved by defining the lateral boundaries of the upper surface area of the main wing over which the jet is directed by two longitudinal plate surfaces projecting from the upper surface of the main wing. The foregoing mixing is further facilitated by having the propulsion jets assume a flat and wide profile on the upper surface of the wing.

FIG. 4 shows a schematic plan view of an aircraft according to an embodiment of the invention, which will be described in detail below in connection with FIGS. 7 and 8. The two front and back plate surfaces (number 5
) delimits a central region 6 over which the jet 7 discharged from the nozzle 8 is directed.

The shape of each jet 7 on the upper surface of the main wing can be made flat and wide by directing the jet toward the upper surface of the main wing and bringing the jet into contact with the upper surface of the main wing, or by using a discharge nozzle. It is also possible to make the shape of 8 flat and wide in advance and give the jet a shape corresponding to the flat and wide shape.

According to experiments conducted by the applicant, it has been shown that by using the two longitudinal plate surfaces 5, it is possible to produce a large increase in thrust, and it is also effective for both lift and propulsive force. It turns out that it can be obtained. It is understood that this phenomenon is due to the fact that the longitudinal plate surface 5 prevents the swirling transverse flow from being drawn into the central region of the main wing due to the high pressure drop that exists in that central region. .

7 and 8 show a first embodiment of the aircraft according to the present invention described above, which consists of a triangular main wing consisting of two main wings 9 and a secondary wing positioned in front of the main wing. The main wing 9 has a canard 10 and a front-rear plate surface 5 protrudes from the main wing 9. In FIG. 8, a propulsion device 11 of an aircraft is schematically illustrated by broken lines, and the propulsion device 11 includes a first pair of discharge nozzles 12 and a second pair of discharge nozzles 12 located behind the first pair of discharge nozzles 12. 2, a pair of discharge nozzles 13. The nozzle 12 is located flush with the trailing edge of the secondary canard 10 and is provided with a flap 12a for changing the direction of the jet.

According to the above-mentioned characteristic configuration, the jet discharged from the nozzle 12 is used to generate supercirculation in the region of the main wing included between the two longitudinal plate surfaces 5, and also to generate a secondary canard 10
It is also used to provide a "blow flap" system. By changing the direction of the jet discharged from the nozzle 12, it is possible, on the one hand, to control the lift of the secondary canard 10, and on the other hand, little change in the overall lift is produced. FIG. 6 schematically shows the path of a jet in the aircraft shown in FIGS. 7 and 8. As shown in Figure 6,
A jet directed over the main wing 9 is deflected downwardly by the Coanda effect immediately downstream of the main wing, producing an increase in lift equal to the magnitude of the thrust of the deflected jet.

In order to further improve the mixing between the jet and the air flow flowing over the main wing surface, the nozzle through which the jet is discharged should preferably be equipped with a device for increasing the vorticity of the jet.

In FIG. 5, CP1 and CP2 indicate the pressure center of the main wing portion between the fuselage and the longitudinal plate surface 5, respectively. This front-back plate surface has two points CP
1, CP2 extends in the intermediate region of the main wing, selected to be approximately coincident with each other in the longitudinal direction of the aircraft.

FIG. 9 shows an aircraft according to a second embodiment of the invention, the aircraft having a twin fuselage configuration, the main wing having a central section 14 joining the two fuselages together. , two propulsion devices 1
The jet 15 of 6 is directed over its central portion 14. In this case, the fore-and-aft plate surfaces delimiting the hypercirculation region laterally are constituted by the twin fuselages of the aircraft.

The jets 15 are converged in the central portion of the main wing, allowing the rolling moments that occur when flying with a single engine to be minimized.

The aircraft according to the embodiment of the invention shown in FIG. 10 is designated by the number 100 and has a fuselage 200
, a wing 30 consisting of two main wings 40 , and a T-shaped tail section including a vertical stabilizer 50 and a horizontal stabilizer 60 .

The propulsion jet of the aircraft consists of two nozzles 70 placed on the sides of the fuselage in the area in front of the wings 30.
Only one of these two nozzles 70 is shown in the figure. Furthermore, each main wing 40 has a longitudinal plate surface 80 protruding from its upper surface, and the longitudinal plate surface 80 has a fourth
This makes it possible to provide a single-sided ejector device in the area between the longitudinal plate surface and the fuselage, similar to that provided in the embodiments shown in FIGS.

As shown in FIG. 13, which corresponds to the cross section taken along the line - in FIG. 10, each nozzle 70
The jet discharged from the wing flows along the curvature of the upper surface of the wing 40, imparting additional lift as a result of the supercirculation created in the wing, and immediately downstream of the wing flows downwardly due to the Coanda effect. be deflected. This deflected jet produces an aerodynamic force (F) whose vertical component P constitutes the lift component due to the deflection of the jet.

Due to the presence of the two longitudinal plate surfaces 80, the area adjacent to the upper surface of the main wing between each of these longitudinal plate surfaces and the fuselage acts as a single-plane ejector device. The primary fluid is the jet, the secondary fluid is the airflow flowing over the upper surface of the main wing, and the continuous expansion, mixing and recompression regions of the ejector are on a single working surface, the upper surface of the main wing. It is thus defined. The ejector effect makes it possible to produce an increase in jet thrust which is translated into an increase in aerodynamic force (F) due to the deflected jet.

This phenomenon is shown in more detail in the graph of FIG. In this graph, the line marked (C _LTOT ) is (proportional to the jet thrust)
It shows the total value of the lift coefficient (C _L ) of the blade as a function of the value of blowout efficiency (Cμ). If the blowing efficiency (Cμ) is the value (Cμ ₁ ), the total lift coefficient is
The lift coefficient (C _Lj1 ) (corresponding to the lift component due to jet deflection) and the lift coefficient (C _LS1 ) (corresponding to the lift component due to supercirculation generated in the wing)
This is the total of

If there is no ejector effect and the thrust of the jet is deflected vertically, the lift component due to the deflected jet is a straight line (l) (inclined at an angle of 45 degrees to the reference line). Therefore, it becomes what is shown. Under actual conditions,
If there is no ejector effect, the lift component due to the deflected jet will be as shown by the line (m). The distance denoted A therefore indicates the increase in lift produced by the ejector effect for a jet blowing efficiency equal to (Cμ ₁ ).

As is clear from the graph shown in Figure 12, when the jet thrust (Cμ) is increased,
The lift component due to the deflected jet becomes dominant with respect to the remaining lift components.

If the portion of the aerodynamic field affected by the deflected jet is concentrated in a limited area adjacent to the trailing edge of the wing, then by reorienting the portion of the wing adjacent to the trailing edge, This provides the possibility of controlling the direction of the aerodynamic forces (F) due to the jet. Controlling the direction of this aerodynamic force (F) is
This is achieved by the special structure and configuration of the parts of the aircraft shown in FIG. 10, and the special structure and configuration of these parts will be described below.

As shown in FIGS. 10, 11, 13, and 14, each of the two main wings 40 of the aircraft 100 has a portion shorter than the chord (about 20% in the illustrated embodiment). It has a fixed forward section 90 that occupies the airfoil, and a movable aft section 101 that occupies most of the chord. The movable aft portion 101 is pivotally connected to the fixed forward portion 90 of the wing for pivoting about a generally transverse axis 110.
01 can be tilted downwardly relative to the fixed front part 90 (see FIGS. 11 and 14).

Furthermore, the movable aft portion of each main wing 40 between its respective longitudinal plate surface 80 and the fuselage is provided with a movable control surface 12 coincident with its trailing edge.

With the movable aft part 101 of the main wing in a given position, changing the tilt of the movable control surface 120 causes a corresponding change in the slope of the aerodynamic resultant force (F). I'm starting to get it. On the other hand, the movable rear part 10 of the main wing
1 is made to change, the resultant aerodynamic force (F) can be displaced while keeping its slope approximately constant.

FIG. 13 schematically shows a cross section of the main wing with the movable rear part 101 in a zero tilt position.

On the other hand, FIG. 14 shows the movable rear section 101 in its maximum downwardly tilted position.

The movable aft part 101 of the main wing is designed to be controlled by the aircraft pilot according to the conditions described below, whereas the movable control surface 120
is automatically controlled in response to output signals from a sensor device designed to detect changes in the airflow flowing over the upper surface of the main wing in a predetermined flight attitude.

In the embodiment shown in FIGS. 10 to 14, the sensor device is mounted on a flat horizontal stabilizer 6.
The structure of the horizontal stabilizer 60 is such that the entire horizontal stabilizer 60 can move freely in the vertical direction.

FIG. 11 schematically shows an example of a support structure supporting a flat horizontal stabilizer 60, which support structure is pivoted to the structure of the aircraft by an articulated parallelogram with two levers 140. It has a support rod 130.

In the illustrated embodiment, the movable horizontal stabilizer 60, which acts as a sensor device, is connected to a mechanical transmission device 150.
The movable horizontal stabilizer 60 is connected to the movable control surface 120 by a movable control surface 120, so that the movable horizontal stabilizer 60 also acts as a drive member for the movable control surface 120. FIG. 11 schematically shows an example of the mechanical transmission device 150, which includes a rod 160, one end of which is pivotally connected to the arm 170 of the lever 140, and The other end is the movable control surface 1
It is pivotally connected to an arm 180 fixed to 20.

When the aircraft assumes a predetermined flight attitude, if any change occurs in the direction of the airflow flowing over the upper surface of the main wing,
The horizontal stabilizer 60 is moved vertically, thereby causing the movable control surface 120 to move into the mechanical transmission 150.
It is designed to keep the aircraft's attitude controlled through the system unchanged.

In one variation, the movable horizontal stabilizer 60 is coupled to a servo control system (hydraulic, pneumatic or electrical) of the movable control surface 120.

In another variant, the sensor device for detecting changes in the direction of the air flow over the upper surface of the wing is comprised of an inertial sensor device coupled to the servo control system of the movable control surface 120.

The downward tilt of the movable aft wing section 101 is controlled by the pilot when the aircraft is under conditions requiring it to have high lift and some drag. An example of this type of condition is a landing condition.

The maximum angle of downward inclination of the movable aft section 101 of the wing is between 20 and 30 degrees.

The main wing 4 located outside the longitudinal plate surface 80
Since the zero end regions cannot control the boundary layer using jet propulsion, those skilled in the art will be able to identify movable surfaces, e.g. It is necessary to provide a movable surface 190 of the type known as '' to prevent separation of the boundary layer when the movable aft part 101 of the wing reaches a significant angle of inclination.

Conditions that require the aircraft to have high lift and low drag (e.g. during take-off and low-altitude flight)
When down, the movable aft part 101 of the wing is kept at an intermediate inclination angle.

The tilt of the movable rear part 101 is completely zeroed during high speed flight.

[Brief explanation of drawings]

1 to 6 are diagrams schematically illustrating the operating principle of an aircraft according to an embodiment of the present invention, FIG. 7 is a perspective view of the first embodiment of the aircraft according to the present invention, and FIG. 7 is a schematic plan view of the aircraft of FIG. 7, FIG. 9 is a schematic plan view of a second embodiment of the aircraft according to the invention, and FIG. 10 is a perspective view of a third embodiment of the aircraft according to the invention. and the 11th
The figure is a schematic side view of the aircraft in Figure 10,
2 to 14 are diagrams illustrating the operating principle of the aircraft shown in FIG. 10. 1...Pipe, 2...Convergent portion, 3...Divergent portion, 4...Nozzle, 5...Anteroposterior plate surface, 6...
central region, 7... jet, 8... nozzle, 9...
... Main wing, 10 ... Secondary canard, 11 ... Propulsion device, 12, 13 ... Discharge nozzle, 14 ... Center part, 15 ... Jet, 16 ... Propulsion device, 30
... Wing, 40 ... Main wing, 50 ... Vertical stabilizer, 6
0...Horizontal stabilizer, 70...Nozzle, 80...Anteroposterior plate surface, 90...Fixed front part, 100...Aircraft, 101...Movable rear part, 110...Transverse axis, 120...Movable control Surface, 130... Support rod, 140... Lever, 150... Mechanical transmission device, 160... Rod, 170, 180...
Arm, 190...movable surface.

Claims (1)

[Scope of Claims] 1. has a main wing, and furthermore, as a result of the supercirculation around the main wing and as a result of the downward deflection of the propulsion jet caused by the Coanda effect immediately downstream of the main wing. In a jet-propelled aircraft having a propulsion jet oriented to cover the upper surface of the main wing to provide targeted lift, the jet exhibits a flat and wide shape on the upper surface of the wing, the jet comprising: In an aircraft directed towards the trailing edge of the main wing, a nozzle 4 from which the jet is discharged;
8, 12, 13, 70 are arranged at the leading edge of the main wing and spaced apart above the main wing, and the area of the upper surface of the main wing that the jet is directed to cover is: 2 protruding from the upper surface of the main wing
the main wing of the aircraft; 30 has a fixed forward section 90 that occupies a small portion of the chord and a movable aft section 101 that occupies a large portion of the chord, with the movable aft section pivoting about a generally transverse axis 110. The movable rear portion 101 is pivotally connected to the fixed front portion 90 so as to be tiltable downwardly with respect to the fixed front portion 90, and the rear edge of the movable rear portion 101 between the two longitudinal plate surfaces 80 is provided with an aircraft a movable control surface 120 for controlling the attitude of the aircraft, the aircraft further comprising a sensor device adapted to detect a change in the direction of airflow flowing over the upper surface of the main wing in a predetermined flight attitude; the movable control surface 120 in response to an output signal from the sensor device;
1. A jet-propelled aircraft, characterized in that it has a drive device configured to control the aircraft and maintain the attitude of the aircraft in a state where the attitude of the aircraft does not change. 2. In the aircraft according to claim 1, the aircraft has a conventional shape with one fuselage and one main wing, and one on each of the main wings is provided on the side of the fuselage. At least two propulsion devices are provided for each of the main wings, and each of the main wings carries a longitudinal plate surface, and the longitudinal plate surfaces are substantially parallel to the plane of symmetry in the longitudinal direction of the aircraft. aircraft. 3. In the aircraft according to claim 1, the aircraft has two fuselages, the two fuselages are connected to each other by a central portion of the main wing, and the propulsion jet is An aircraft, characterized in that it is oriented to cover said central portion 14, and said longitudinal plate surface is constituted by said two fuselages. 4. The aircraft according to claim 2, wherein each of the longitudinal plate surfaces 5 is located at a point on the main wing intermediate between the fuselage and the free end of the respective main wing, The point is selected so that the pressure center CP1 of the entire main wing and the pressure center of the portion of the main wing between the fuselage and the longitudinal plate surface 5 are made to coincide with each other in the longitudinal direction. aircraft. 5. The aircraft according to claim 4 has a triangular main wing 9 and a canard-type secondary wing 10 placed in front of the main wing 9, from which the propulsion jet is discharged. An aircraft characterized in that the nozzle 12 is arranged in line with the trailing edge of the secondary wing 10 and has a flap device 12a for changing the direction of the jet. 6. The aircraft of claim 1, wherein the transverse axis 110 between the fixed forward portion and the movable aft portion of the wing is approximately 20% chord from the leading edge of the wing. An aircraft characterized by being located at 7. The aircraft according to claim 1, wherein the downward inclination angle of the movable rear portion 101 of the main wing can be varied between 0 degrees and 30 degrees. 8. In the aircraft according to claim 1, a movable boundary layer control surface 190 is provided at the leading edge of the distal end of the main wing located outside the two longitudinal plate surfaces 80. An aircraft featuring 9 having a main wing and further adapted to provide additional lift as a result of supercirculation around the main wing and as a result of downward deflection of the propulsion jet caused by the Coanda effect immediately downstream of the main wing. In a jet-propelled aircraft having a propulsion jet oriented to cover the upper surface of the main wing, said jet exhibiting a flat and wide shape on the upper surface of said main wing, said jet extending over the trailing edge of said main wing. a nozzle 4 from which the jet is discharged, with the aircraft oriented in the direction of
8, 12, 13, 70 are arranged at the leading edge of the main wing and spaced apart above the main wing, and the area of the upper surface of the main wing that the jet is directed to cover is: 2 protruding from the upper surface of the main wing
the main wing of the aircraft; 30 has a fixed forward section 90 that occupies a small portion of the chord and a movable aft section 101 that occupies a large portion of the chord, with the movable aft section pivoting about a generally transverse axis 110. The movable rear portion 101 is pivoted to the fixed front portion 90 so as to be able to tilt downward with respect to the fixed front portion 90, and is attached to the rear edge of the movable rear portion 101 between the two front and rear plate surfaces 80. is provided with a movable control surface 120 for controlling the attitude of the aircraft, and the aircraft is further coupled to the movable control surface 120 by a mechanical transmission 150 to control the main wing in a predetermined flight attitude. The aircraft is characterized by having an auxiliary movable surface that drives the movable control surface 120 in response to changes in the direction of airflow flowing over the upper surface to maintain the aircraft's attitude unchanged. Jet-propelled aircraft. 10. The aircraft according to claim 9, wherein the auxiliary movable surface is constituted by a horizontal stabilizer 60 of the aircraft, and the horizontal stabilizer 60 is vertically displaceable. 11. The aircraft of claim 9, wherein the auxiliary movable surface is coupled to a servo control system of the movable control surface 120. 12 having a main wing and further adapted to provide additional lift as a result of supercirculation around the main wing and as a result of downward deflection of the propulsion jet caused by the Coanda effect immediately downstream of the main wing. In a jet-propelled aircraft having a propulsion jet oriented to cover the upper surface of the main wing, the jet exhibits a flat and wide shape on the upper surface of the main wing, and the jet extends over the trailing edge of the main wing. a nozzle 4 from which the jet is discharged, with the aircraft oriented in the direction of
8, 12, 13, 70 are arranged at the leading edge of the main wing and spaced apart above the main wing, and the area of the upper surface of the main wing that the jet is directed to cover is: 2 protruding from the upper surface of the main wing
the main wing of the aircraft; 30 has a fixed forward section 90 that occupies a small portion of the chord and a movable aft section 101 that occupies a large portion of the chord, with the movable aft section pivoting about a generally transverse axis 110. The movable rear portion 101 is pivoted to the fixed front portion 90 so as to be able to tilt downward with respect to the fixed front portion 90, and is attached to the rear edge of the movable rear portion 101 between the two front and rear plate surfaces 80. is equipped with a movable control surface 120 for controlling the attitude of the aircraft, said aircraft further comprising a sensor device for detecting changes in attitude, said sensor device controlling the servo control system of said movable control surface 120. A jet propulsion aircraft characterized by being connected to.