RU2400398C2 - Aircraft for landing at cross wind (versions) - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: in compliance with the first version, aircraft comprises wing with ailerons and tail unit with rudders. Every outer wing and/or tail unit has one or more ailerons and/or rudders that can independently deviate. In compliance with the second version, aircraft landing gear front leg accommodates aerodynamic vertical rudder._.

EFFECT: provision of asymmetric aerodynamic drag to produce lateral sliding.

9 cl, 5 dwg

Description

The group of inventions relates to aviation and is intended for all types of aircraft.

There are three known methods of landing aircraft in crosswinds, see M.G. Kotik. "The dynamics of take-off and landing of aircraft." Moscow, "Engineering", 1984, pp. 190-197.

Earlier (in a separate application), I proposed a fourth method of such landing, unknown at least until 1984 (as it is not described in this book) - artificial lateral sliding of an airplane without creating a roll due to the difference in aerodynamic drags of the left and right parts of the airplane, and / or with unidirectional deviation of the bow and tail rudders.

There are many devices for increasing the aerodynamic drag of an aircraft, for example, fissile ailerons, see RF patent 2220072, figure 5, but this design leads to an increase in the weight and cost of the aircraft, as there is an additional power drive device for splitting, and the weight of the panels of the fissile aileron is greater than solid aileron panels due to the need for additional power elements.

Known retractable bow rudder (see US patent 5992796), which also increases the weight and cost of the aircraft due to the need for two additional drive mechanisms (extension and rotation), as well as additional fuselage reinforcements for the perception of efforts from this steering wheel.

The proposed group of inventions is free from these disadvantages.

INVENTION 1

Aircraft for landing in a crosswind, comprising a wing, having an aileron on each wing console, consisting of two or more parts that can be separately deflected, characterized in that in order to create asymmetric aerodynamic drag to obtain lateral glide without a roll, the aileron one on one wing console have the possibility of mutually opposite deviations from the position of the parts of the aileron on the other wing console. That is, in fact, two or more separate ailerons.

During normal flight, they deviate synchronously or, if there is no need for significant heeling moment, only one of them works. When landing with a crosswind to increase aerodynamic drag on the windward side of the aircraft, one aileron of the console deviates upward (better than the outside), and the other downward (better than the inside), forming a kind of aileron “scissors”. The ailerons deviation ranges of one wing console may not be equal, for example, the first +60 -30 degrees, the second - +30 -60 degrees.

In this case, the roll control remains sufficient, since the aileron in the “scissors” state will continue to deviate together at the signal of the control lever.

Due to the end effect, the area of the ailerons of one wing console may be unequal, for example, 45% in the inner and 55% in the outer. More precisely, they are selected during purging, based on the condition of constancy of the lifting force of the console. From the same condition, the ratio of the areas of the ailerons is selected, if there are three or more.

The end aileron of each wing console may have a horn compensator (i.e. include a wing tip).

On the swept wing, for greater aerodynamic drag, the axis of rotation of the ailerons may not be inclined (swept), but may be located perpendicular to the longitudinal axis of the aircraft. See figure 2.

The invention will allow to create a sufficient imbalance of the resistance of the left and right parts of the aircraft without any increase in the weight and cost of the aircraft: with proper design, the weight and cost of two drive mechanisms (for example, two electrodrive drives) are equal to the weight and cost of one, twice as powerful. The same applies to aileron panels. True, the resistance of such a pair of ailerons is half that of a fissile, but on the other hand, it is obtained without increasing weight and cost.

Along the way, the reliability and survivability of the roll control are increased, since it is duplicated and the strength work of the wing is improved, since the concentrated loads from the drives and brackets are reduced.

The inclusion of "scissors" of all ailerons will reduce mileage during landing.

Since the aileron “scissors” somewhat reduce the controllability of the aircraft, it is necessary to provide for blocking or signaling of the inclusion and the aileron “scissors” when the aileron of the opposite console deviates by more than 80-90% from the critical one (hereinafter referred to as such a deviation of the aileron and or steering wheel, after which the aerodynamic force does not increase). Those. “Scissors” should automatically or manually decrease or turn off to maintain control margin. Or, more simply, this should happen when the control (lever, steering wheel, pedals) deviates by more than 80-90% of the limit.

Particularly rational is the use of this invention with remote control. When manually or hydraulically controlled to create “scissors” of a pair of ailerons, the aircraft has a rocker in the aileron control system of each wing console, to the center of which a rod from the control is attached, and rods from two ailerons of one wing console are attached to the edges, and the mount to the center of the rocker is equipped a handle with a latch (see figure 3) or a remote drive with the possibility of skewing the rocker arm relative to the traction from the control.

INVENTION 2

A retractable bow rudder is needed only on takeoff and landing modes. Therefore, an aircraft for landing in a crosswind, comprising a bow and / or main landing gear, is characterized in that at least one of said landing gear is equipped with an aerodynamic rudder. An all-turning steering wheel is desirable.

The advantage of this design compared to the prototype: local reinforcement of the aircraft structure is not required to absorb the loads from the aerodynamic forces on the steering wheel (chassis strut strength is sufficient) and the steering release and cleaning mechanism is not required.

Only the steering wheel panel and steering actuator are required. Moreover, since the steering wheel operates only at low speeds, its design can be an order of magnitude lighter than the design of the main steering wheels, in particular with fabric lining, for example, from modern lightweight high-modular fabrics such as "Vectran 2000". And since it is not necessary to change the position of the steering wheel in the stream, that is, the steering wheel can be set in advance in the desired position even in the chassis rack niche, and for almost unlimited time, the steering wheel drive can be of minimum power. That is, invention 2 almost does not increase the weight and cost of the aircraft.

In practice, it is possible to recommend a drive actuator speed of 1-2 degrees per minute. That is, having received weather data from the landing site, you can turn the steering wheel in the right direction by up to 40 degrees in 10-20 minutes, and only then release the chassis at the right time.

In order to increase the rudder area and increase its aerodynamic quality due to the proximity of the fuselage, a landing gear flap mechanism is desirable so that the flaps in the released position do not protrude beyond the fuselage, for example, sliding, parallelogram or retractable inwards.

This invention will make it possible to make a confident and safe landing with any side wind encountered in nature, except for the hurricane.

The invention will also facilitate takeoff in strong crosswinds.

Figure 1 shows the wing console 1 with two ailerons 2, and figure 2 - with three ailerons 2, the axes of which are perpendicular to the flow, and the extreme aileron has a horn compensator.

Figure 3 shows the rocker 3 in the control system of two ailerons of the same console. To the middle of the rocker arm is attached a thrust 4 of the control lever, and to the edges - thrust 5 from the ailerons. The beam is equipped with a handle 6 for its bias and a latch 7, shown conditionally.

Figure 4 shows an airplane with a nose strut of the landing gear 8, on which the all-rotary aerodynamic steering wheel 9 is located.

Figure 5 shows a cross section of the landing gear 8 with the steering wheel 9 and the drive mechanism, where 10 is the actuator, 11 - traction.

The ailerons in FIG. 2 work like this: to create increased aerodynamic drag on one of the wing consoles, one of the ailerons deviates up to the desired angle, and the other / others down. Deflecting them from this position synchronously up or down, roll control is performed.

The control system (fragment) in Fig. 3 works as follows: to create the “scissors" of the aileron, the beam 3 with the handle 6 is warped relative to the rod 4 and fixed in this position by the latch 7.

The steering wheel 9 in FIGS. 4, 5 works as follows: the actuator 10 releases or retracts the rods 11, as a result of which the steering wheel 9 is rotated relative to the landing gear 8.

Claims (9)

1. Aircraft for landing in a crosswind, comprising a wing with ailerons and plumage with rudders, characterized in that it has two or more ailerons on each console of the wing and / or plumage, and / or respectively rudders with the possibility of separate deviation. 2. The aircraft according to claim 1, characterized in that the area of the ailerons and / or rudders of one console are not equal. 3. The aircraft according to claim 1, characterized in that the deviation ranges of the ailerons and / or rudders of one console are not equal. 4. The aircraft according to claim 1, characterized in that the end aileron and / or steering wheel has a horn compensator. 5. The aircraft according to claim 1, characterized in that on the swept wing or the plumage of the axis of rotation of the ailerons and / or rudders are located perpendicular to the flow or perpendicular to the longitudinal axis of the aircraft. 6. The aircraft according to claim 1, characterized in that it has a lock or signaling to turn on, or the “scissors” of the aileron and / or rudder when the aileron is deviated, or the wheel of the opposite console is more than 80-90% from critical, or when deviated governing body more than 80-90% of the critical. 7. The aircraft according to claim 1, characterized in that when manually or hydraulically controlled, the rocker has a rocker in the control system for the ailerons or rudders of each console, to the center of which there is a thrust from the control element, and thrusts from two ailerons or rudders of one console to the edges, moreover, the mount to the center of the rocker arm is equipped with a handle with a latch or a remote drive with the possibility of skewing the rocker arm relative to the traction from the control. 8. Aircraft for landing in crosswinds, containing landing gear, characterized in that it has aerodynamic rudders on the bow and / or main landing gear. 9. Aircraft according to claim 8, characterized in that the steering wheel (s) is all-turning.

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