RU2466061C2 - Flight vehicle (versions), flight vehicles parts, method of exploiting flight vehicle and its parts - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to aircraft engineering. Proposed flight vehicle comprises power plant, fuselage and wing fragments. Set of wing fragments comprises bearing and control surfaces and their mounts. Wing fragment includes structural set including spar, stringer and ribs. Fuselage includes set of frames, spars, stringers and skin. Frames and spars have opening to fasten wing fragments. Engine reversing device comprises flap pivoted in housing to close its openings and provided with grids composed of gas flow guide vanes. Air intake with jet engine integrated in fuselage tail features variable-depth grooves arranged opposite each other on supports. Control system comprises control rod with pedals at its bottom and handle at its top. Said handle has landing gear extension/retraction knob and that of electric drive of bottom set of fragments. Methods of flight vehicle control comprise exploiting air and gas flows.

EFFECT: simplified servicing.

47 cl, 30 dwg

Description

The group of inventions relates to the aviation industry - air transportation and aircraft building, mainly to the production of aircraft of state, corporate and experimental aviation and their operation, namely to the design, production technology and use of piston and jet airliners of local, medium-haul and intercontinental communications, the operation of which is possible without airfield infrastructure.

The world economy is forced to incur large costs for the production, use of two aircraft manufacturing technologies - aircraft and helicopter due to the impossibility of aero-aerodrome air transportation by air. Even despite the higher cost of helicopter technology for the manufacturer and significantly lower profitability of helicopter transport in terms of carrying capacity and speed relative to aircraft, manufacturers and consumers consider such a split in the aircraft industry unavoidable. The operational properties of aircraft technology are significantly deteriorating due to the need for airfields with expensive runways and lighting equipment, which repeatedly limits the volume of air transportation, the transportation costs of consumers with a sharp increase in the risk of carriers and consumers of aircraft technology.

Since the claimed aeronautical technology is more economical than aircraft, it is much more economical to manufacture and much more economical in carrying freight, to produce planes and helicopters means to commit an economic crime and the aircraft industry should be urgently transferred to the proposed unified technology for the operation and production of aircraft.

BACKGROUND OF THE INVENTION

The disadvantages of reciprocating airplanes of local air flights or ALS are determined by the arrangement in which the points of application of aerodynamic forces acting in flight on the device are structurally spaced in the horizontal plane from the gravitational on different sides - the total lifting forces directed upward in the center of pressure of each half-plane of the wing and the tail unit and directed down the gravity of the apparatus at a point oriented along a vertical plane passing through the longitudinal axis of the fuselage in a place defined by the centering of Arata. Since in most configurations the axis of the piston engine screw on the axis of the fuselage is located at its front end, only the middle part of the wing bearing surfaces and tail are in the air stream from the screw. Accordingly, even at take-off operation of the engine, the flow around these parts is not enough to create a total lift force greater than the take-off weight of the device, which is possible only after flowing around the entire bearing plane at a dangerously increased speed of the device for this stage of flight. But even in the air, this arrangement does not provide good enough stability and maneuverability of the device without additional complication by wing ailerons, mechanization of it and their control systems, as well as constant control by the crew (pilot) of the device's position and correcting an accidental roll due to unbalancing of lateral moments on half planes . All aircraft known in science and widely used in business practice are manufactured according to the law and aerodynamics standards, requiring labor-intensive and expensive infrastructure to use this technology, since the aerodynamic principle only functions when the moving load-bearing wing interacts with respect to the air and the earth’s surface. And with a very high speed at a large, besides, height. It is this property of airplanes on the aerodynamic principle that determines the main drawback of this type of aircraft: it performs the main function well - high-speed movement of the payload (cargo, passengers, weapons) at the main stage of the flight - at the echelon of movement from the take-off point to the flight target or during flight tasks. However, at the take-off and landing stages, high speed is a big and dangerous drawback: even at the maximum possible reduction, it remains so high that the consequences of emergency situations on landing have disastrous results. This reduces the reliability of flights even with extremely high requirements for flight personnel: qualifications, health, mode and condition. The dependence of flights and their results on weather conditions is also being tightened. It is because of the high speed determined by aerodynamics that the majority of flight accidents resulting from technical malfunctions develop into a catastrophe, since due to the high speeds of flight, takeoff and landing for a safe landing in an emergency situation at a distance from the runway, the chances are practically no. And the length of the aerodrome runways (runways), their wear and the high cost of construction and periodic repairs also do not belong to the advantages of the aerodynamic principle in the manufacture of aircraft and flight practice. Large areas of runways, taxiways and lighting equipment of stripes and taxiways, in addition to the cost of capital construction and the high cost of tickets and other aeronautical services, aggravate the location of airports at a great distance from cities with additional costs and inconveniences of using aviation services. Meanwhile, the global challenge is the problem of providing local airlines with aircraft services, which is the only way to solve the transport problem in Russian open spaces. But so far, on the contrary, in the period of transition to market relations, the level of providing the population with these services has worsened. One of the evidence of this, according to Vadim Ivanov, Academician of the Academy of Transport of Russia, director of the Aeroproject, State Design and Research and Research Institute of Civil Aviation, is the closure of about 600 airports out of one and a half thousand operating in Russia in Soviet times. The situation is aggravated by the deterioration of the aircraft fleet - up to 60% of the operating vehicles have used up their resources and are subject to replacement.

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

Aerostatic lifting force is undeservedly limitedly applied in applied aerodynamics, for example, in the method of conducting experiments in a wind tunnel, US Pat. RF №2063014, G01М 9/00, for 1996, with the law of circulation of movement. This narrow field of aerodynamics does not reflect the true significance of this law for the global economy, and this mistake of aircraft designers complicates the life of the world's population, even in industrialized countries, increasing transport costs. And the importance of improving the reliability of transportation of aircraft through the use of the traffic circulation law follows from the analysis of statistics on flight accidents resulting from flight accidents, aircraft failure and lack of time for the crew to make the right decisions when they appear due to the high flight speed.

Historically, the first and most widespread way of flying aircraft heavier than air was the flight of a winged vehicle - a propeller-driven aircraft with a propeller. The physics of this process consists of a three-stage conversion of fuel energy into the aerodynamic properties of an airplane. In the engine, from the energy of the fuel, a rotor of the propeller is created with air flow and thrust, which is converted to taxiing speed to the runway and take-off run for take-off, with the beginning of which the flow around the wing moving in the air medium is converted into a lifting force proportional to the take-off or flight speed, t .e. in aerodynamic.

The presence of an airplane run along the runway with the engine (s) operating in take-off mode or a run along it during landing with the reverse turned on, in addition to increasing fuel consumption and flight weight, the cost of the runway, the aircraft due to the need to include a complex apparatus that is expensive to manufacture and operate the chassis, with the increase in the airport area, creates the problem of exceeding engine noise, normalized by international standards. Specialists of aircraft developers consider it possible to solve the main task of improving traditionally built airplanes using only the aerodynamic principle of converting energy into lift force, not excluding the “monopoly” of this principle in aircraft construction and transportation, but only improving the airspace (take-off and landing characteristics) of aircraft developed by the industry due to the twofold separation of the gas stream in the front and rear pairs of deflected nozzles (YAK-141).

Transport aircraft according to US Pat. RF №2094307, В64С 1/00, 33/02, for 1994 has in the rear part motors in a diffuser made with suction slots connected by air ducts with ejection and pressure systems with nozzles. The suction slots are made on the edge of the combined device, connected to the inputs of the engines and equipped with means for adjusting and changing the direction of the thrust vector.

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

A set of bearing planes of aircraft known in science and manufactured by industry consists of at least one wing and two half-planes or one tail plane.

By A.S. USSR No. 467570, B64C 3/18, for 1984 the wing of the aircraft is known, made of skin, mounted on a power set of spars, ribs and stringers. By A.S. No. 1816714, ВСС 23/02, for 1987 the wing contains a center section with rotating shafts in its front and rear edges with an endless ribbon stretched over them.

The wing according to the patent of the Russian Federation No. 2081791, B64C 21/02, 23/06, for 1997 with the implementation of the upper surface in the form of separate aerodynamic elements with the formation of channels and cracks between them.

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

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

The inlet of the air duct of engines integrated in the rear fuselage of industry-manufactured aircraft is located on the upper sector of the fuselage (for example, TU-154), on the lower (Sukhoi aircraft), on nacelles mounted on the side pylons or in the area where the root end of the wing half-plane joins the fuselage . The entrances on the upper sector have a circular shape, on the lower - rectangular with the offset of the lower side of the entrance back, and the entrances at the joints of a similar wing edge with the lateral sectors of the fuselage - a vertically elongated oval.

This arrangement of entrances does not provide the creation of the lifting force of a stationary aircraft.

Also known is the control device described in application No. 2005104454/11. This device contains deflectable trailing edges and extendable shields from the wing slots and drives for their deflection, connected to the controls in the cockpit. The aerodynamic surface control mechanisms described in them are characterized by the dependence of the bearing surface efficiency on the flight speed and the value of the lifting aerodynamic force inextricably dependent on it. The disadvantage of these and other known solutions of the wing and aircraft is the low operational functionality of the aircraft.

In science, there are known solutions to improve the method of creating lifting force, such as, for example, the method of changing the aerodynamic characteristics of a subsonic aircraft with the selection of heated gas to blow through its local blowing zones, described in RF patent No. 2282563, V64C 21/04, for 2004.

The described solutions for improving the blowing of bearing surfaces do not improve the aerodynamic principle of creating aircraft lift force, but only improve VPH (take-off and landing characteristics), as well as changing the direction of the SCVPP / SVPP thrust vector or using special lifting devices described in application 2005105277/11, ВСС 29 / 00.

Also known is the vortex method of creating lift, described in US Pat. No. 21116224, 2144886, in application PST / RU No. 9900052 and in the project “New technology for the creation of short / vertical take-off and landing aircraft (SKVP / SVPP, http: belants.narod.ru/aerotech.htm # 2).

For more than a hundred years of using aviation, the state and society have thoroughly learned the shortcomings of traditionally designed aircraft on the aerodynamic principle with excessive and unreasonable physical laws and common sense runway runs, with the doom of a safe flight in an emergency at a distance from the runway, which became the basis for the search for solutions that improve HPV. And the first direction of improvement of the water supply curve - the use of lifting engines, turned out to be unpromising not only because of the practically zero payload, but also the inevitable erosion of the soil and the ingress of gases to the engine inlet. Improvement of the water supply and voltage characteristics of the low-voltage transmission lines with increased power availability (up to 16, 7!) With a twofold separation of the gas flow and their vertical outflow through four deflectable nozzles does not provide other characteristics to the value that makes them suitable for use in civilian air transportation.

In addition, all known variants of aircraft of this type also use the aerodynamic principle of creating thrust, and provide lift on takeoff and landing by changing the direction of thrust from horizontal to vertical. This is ensured by performing a wing with engines rigidly mounted on it with the possibility of articulated movement at an angle of 90 °, they supply the aircraft with a wing with screws at the ends of each half-wing with automatic swivel of the hinged fastening points of the screws for vertical landing or take-off, as, for example, in the flight method, described in application 2005105277/11, B64C 29/00.

In the patent of the Russian Federation No. 2276043, В64С 27/22, F02K 1/60, 3/04, for 2004 for the implementation of airplane and helicopter flight modes, the aerodromeless aircraft is equipped with a turbofan, built-in into the lower lifting-bearing plane, marching and tail turbofan engines.

Known according to the patent of the Russian Federation No. 2270786, B64D 5/00, B64F 1/04, for 2004 a method of takeoff and landing of an aircraft by interacting with an end grip of a cable, the second end of which is connected to a platform moving along the annular guides of the air harbor. In the application 2005105277, B64C 29/00, a method is described for taking off an airplane of vertical takeoff and landing with the vertical position of the axes of the propeller shafts and then translating them into a horizontal position for transition to horizontal flight.

However, in this method, on takeoff and landing, the device is “tied” to both the harbor and the platform, and on the rest of the flight path in the vicinity of the harbor and at any point on the route, it is doomed in an emergency, like traditional aircraft that implement the aerodynamic principle of creating a lift strength.

According to the patent of the Russian Federation No. 2278060, B64F 1/00, 1/18, for 2005 there is a known method of landing an unmanned aerial vehicle with bringing the device into the coverage area of the ground landing equipment, guiding it along a given path to the landing pad with a decrease in its speed before reaching touch point.

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

According to the patent of the Russian Federation No. 2349505, B64C 29/04, 1/00, 13/00, 15/00, 19/00, 25/36, for 2007 there is a known method of controlling an aircraft, which consists in controlling its position in aerodynamic flight combine with the jet in separate modes and stages of flight by distributing the flow around parts of the bearing surfaces.

The aerodynamic surface control mechanisms described in this and other solutions are characterized by the dependence of the bearing surface efficiency on the flight speed and the value of the lifting aerodynamic force inextricably dependent on it. The disadvantage of these and other known solutions of the wing and aircraft is the low operational functionality.

The closest in technical essence to the claimed solution - an airliner is a plane (jet airliner) "Maxinio", described in US Pat. RF №2349505. It consists of a fuselage with a bearing plane and tail unit with rudders and pitch, crew cabin, passenger or cargo compartment, engine, control system and fuel, pressure and ejection air ducts for air taken from the engine.

The closest in technical essence to the claimed fuselage is the fuselage of the aircraft, described in US Pat. RF №2270135, В64С 1/00 for 2004. It contains a power kit and a casing connected to it, its body is divided by partitions into a sealed part - a pilot's cabin with a passenger compartment or cargo compartment, openings for doors and windows, on-board systems, tail unit and bearing planes.

The closest in technical essence to the claimed set of fragments of the wing is a set of bearing planes of the aircraft of the scheme "duck" described in US Pat. RF №2000251, В64С 39/12, for 1992. It consists of two mono-wing half-planes connected by the center wing to the fuselage, two tail plains and front horizontal plumage of the biplane.

The closest in technical essence to the claimed fragment of the wing is the wing for the aircraft, which includes an ejector in the form of two successively located along the chord of the wing, rotatable down flaps with a slotted nozzle for blowing air to their facing one another in a deflected position, corresponding to the vertical and transitional flight modes, while one of the flaps is deflected up and down the tail of the wing, US Pat. USSR No. 541426, B64C 21/02, for 1973.

The closest in technical essence to the claimed air intake is the air intake described in A.S. 1510285, B64C 21/02, 23/06, for 1987. It contains the main and auxiliary air ducts. The auxiliary path has an entrance on the upper surface of the wing in the form of flat slots with a variable geometry of the passage section with a span equal to the half-span of the wing cross section.

The location of the auxiliary path entrance on the upper surface of the carrier plane above the main path determines its limited efficiency at the tear-off flow angles and, accordingly, its use for controlling the apparatus in this mode.

The closest in technical essence to the claimed control system is a control system for an aircraft of vertical take-off and landing, described in US Pat. USSR No. 799636, B64C 29/00, 13/04, for 1981. This system contains means for changing the direction of the thrust vector, deflected trailing edges, an ejector slot device and drives for their control and regulation, including vertical and transitional flight modes, wiring and adjustment means fixed to the fuselage elements. The controls contain a control knob and pedals in the cab, connected by control wiring to power drives used at least in horizontal flight.

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

The closest in technical essence to the claimed method of flight is described in the application of the Russian Federation No. 2005141523/11, B64F 1/36, the method of support during landing or take-off of the aircraft. The air-gas flow created by the jet engine to supply energy to the aircraft is regulated depending on the situation, including braking the aircraft until it hangs, then increasing the speed of horizontal flight in the desired direction or landing the device from the hovering position above the touch point of the supporting surface with the formation for this air-gas flow of at least one turbojet engine (dual-circuit turbojet) with adjustment by switching it.

The closest in technical essence to the claimed method of takeoff is the method of takeoff of an aircraft of vertical takeoff and landing, described in the "Operation" section of RF patent No. 2095282, B64C 29/00, for 2005.

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

The closest in technical essence to the claimed method of landing is the landing method of the aircraft described in the patent of the Russian Federation No. 2278801, B64C 29/02, 25/40, for 2005. The landing of an unmanned aerial vehicle of the aerodynamic type according to this method is performed with complete extinction of the vertical speed to a soft landing by transferring the power plant to autorotation with precession and rotation of the wing by an angle of 90 °. Complete damping of the vertical speed in this method eliminates the need for ground equipment, however, its use is limited only to aircraft with a hinged wing on the fuselage, which complicates the design and increases the weight of the device by introducing the wing drive into the design.

The closest in technical essence to the claimed method of controlling an aero-plane is a method for changing the aerodynamic characteristics of the control surfaces of an aircraft, described in US Pat. RF №2272746, В64С 9/00, 21/04, for 2004. It consists of the selection of a part of the air flow, for example, from a compressor for local blowing, including on the upper and lower surfaces of the wing bearing planes through regulating bodies along the sealed highways supplying it to the local configuration of the local blowing zones of the selected part of the flow located at the leading edge each wing half-plane in the take-off, landing and maneuvering modes of the aircraft.

The closest in technical essence to the claimed reverse thrust of the aircraft is the reverse thrust of the engine NK-8-2U, described in Chapter 3, p.78-81, Fig.47-49 "Additions to the technical description of the engine NK-8-2U, 82U. 000.501 DD ". It consists of a reverse housing with gratings in the windows, overlapped by shutters pivotally mounted in coaxial supports located horizontally on opposite side sectors of the housing. The end of each drive arm rigidly connected to the flaps is connected to a power cylinder connected by a sleeve to the cavity of the two-way spacer. The blades of the reverse gratings additionally reject the gas flow coming out through them after turning on the reverse when the aircraft runs along the runway, located in the upper and lower sectors of the fuselage of the aircraft. The reverse switching mechanism has locks of the reverse flaps in each of the positions after their shifting.

The closest in technical essence to the claimed method of operation of the reverse is the method of operation of the reverse thrust of a jet aircraft, described in patent 2349505.

It contains the unlocking of the flaps for shifting and their blocking in the transposed position, the separation of the gas flow into parts and the interaction of the gas flow with the blades of the reverse gratings to create reverse thrust in the braking or hovering mode, while simultaneously turning on the air intake for blowing the bearing surfaces and ejecting it into the nozzle after blowing.

More than a century of constructive flaws in the development of aircraft - the transverse arrangement of the bearing surface - causes not only a very significant decrease in the safety of air transportation and flights, not only their economic efficiency, but also a number of other, no less economically disadvantageous disadvantages. The three-kilometer runway under construction in the Kuril Islands symbolizes not only the expensive airfield infrastructure of air transportation and flights, but also the tendency to increase its cost while maintaining the fleet of aircraft of known layouts - airplanes and helicopters. Strategists and experts in the development of transport and services have practically introduced it into the minds of administrators deciding on ways to develop a network of transport services and aviation, the urgent need for second and even third runways with a corresponding expansion of aerodrome areas. In fact, this is an extremely stupid decision due to its extreme high cost of construction and operation with equally expensive repairs.

In the very first model of an aircraft with a piston engine, the excess resource is the air flow from the propeller and its utterly inefficient, unreasonable use by converting it into horizontal speed so dangerous on takeoff and landing. In the same way, the excess resource of jet aircraft — the air flow in the compressor or / and the secondary circuit and the gas-air flow at the nozzle exit — is “meaninglessly” converted. Horizontal speed is converted into lift and therefore runways with an aerodrome infrastructure and take-off mode with its decibels are needed. An attempt to use a propeller to create only lifting force also leads to an increase in both the cost price and the deterioration of the helicopter's economy both in speed and load capacity. SVPPs have already practically proved the futility of thrust deviation with separation of the jet due to insufficient payload and erosion of even the metal coating at the point of contact.

SUMMARY OF THE INVENTION

The group of inventions solves the problem of ensuring the reliability of air transportation while improving the operational capabilities of Maxinio airplanes through the introduction of a unified technology for the operation and production of aircraft, while reducing the degree of human factor influence on the safety of equipment and flights, while simplifying the flight support infrastructure and improving the efficiency of their operation and a decrease in their maintenance with an increased volume of services.

The essence of the invention of an aerodrome-free aerodrome containing a power unit at the front end of the fuselage, a cabin, a passenger compartment or a cargo compartment, a fuel system and a chassis, consists in the fact that one, at least, a set of fragments of a wing of a sector, console or linear form is mounted on its fuselage sequentially installed along the entire length of the fuselage, at least the last one has a pitch wheel pivotally mounted on its rear edge, the rudder at the rear end of the fuselage is mounted on an axis in the vertical plane the symmetry bones of its cross section on the lateral sectors of the fuselage or on the keel of the posterior fragment located on the upper or lower sector of the fuselage.

As a power plant, the layout has a screw-motor block with a screw, the diameter of which creates an air stream flowing around the fragments.

In addition to the set of fragments on the upper sector of the fuselage, a second set of them is installed on its lower sector, the spar and stringer of each of which has upward bends for installation on the fuselage.

Between the upper and lower sets of fragments located symmetrically vertical plane passing through the axis of the fuselage, at least one set of cantilever fragments is fixed on each side sector of the fuselage, the front and / or rear are made with pitch rudders, and rudders are on the cockpit stand and on the axes of the lateral sectors.

Each fragment of the upper and lower sectors of the aircraft is made in the sector form, the equidistant surface of the fuselage.

Each fragment of the aerolet is located with a radial displacement relative to the previous one.

Each fragment of it and the fuselage are made of composite material.

An airplane with part of its wing fragments, at least made with the possibility of controlling the angle of attack by changing the distance to the fuselage of the inlet, outlet edges or their simultaneous location by means of a system for switching them to the take-off or landing angle of attack.

An airplane with an input edge of each fragment of sets or, at least, cantilevered ones, located in the aerodynamic “shadow” of the previous element.

An aircraft consisting of a propeller block at the front end of the fuselage having a cabin, a passenger compartment or a cargo compartment, a fuel system and a landing gear has one sector of its fuselage, at least a lower set of fragments mounted on it, made with the possibility of switching the set into position of increased aerodynamic quality by creating a screen effect.

An aircraft consisting of a propeller block at the front end of the fuselage, which has a cabin, a passenger compartment or a cargo compartment, a fuel system and a chassis, has an on-board computer monitor screen on the dashboard, the processor of which in the instrument compartment is equipped with a set of flight selection programs with calculation of flight modes and taking into account weather conditions required for fuel flight and its consumption in flight.

An aircraft consisting of a propeller block at the front end of the fuselage having a cabin, passenger compartment or cargo compartment, fuel system and chassis, in addition to the rudder mounted on an axis in the vertical plane of symmetry of the rear end of the fuselage, is equipped with a second rudder on the keel of the upper front sector end of his fuselage.

Each rudder on the axis in the vertical plane of symmetry of the rear end of the fuselage and on the front keel and pitch wheel are made of two panels with the possibility of simultaneous rejection of both panels in different directions or only one of them in its direction.

An airplane containing a fuselage from a power pack with a lining on it, with a cabin, passenger compartment or cargo compartment, a control system, a fuel system and a chassis, a power unit (TVD) (turboprop engine), turbofan engine or turbojet engine (turbojet engine) is installed in its layout from which the air supply pipelines are mounted on the fuselage from the compressor, the inlet guide vanes or from the secondary circuit to the slotted distributors on the leading edge of the bearing fragments and the ejection mains vozduhoduhozabornikami of air at the trailing edge nozzle fragment into the engine, and an air supply line from the engine to the jet slots at the steering wheel rate to clubroot.

The gas turbine aerolet engine installed inside the rear part of the fuselage is connected by an air duct to the air intake on the upper sector of the fuselage behind the rear edge of the last carrier fragment, made with an inlet with dimensions and shape corresponding to the edge of the sector or rectilinear fragment in front of it, and equipped with the most edge distributor and edge-in air intake the first fragment remote from the engine intake.

An aircraft containing a fuselage from a power pack with a lining on it, with a cabin, a passenger compartment or a cargo compartment, a control system, a fuel system and a chassis, the engine nacelle of which at the upper sector of the rear end of the fuselage has an inlet guide device connected to the sector-shaped air intake or a rectilinear fragment in front of it and the line for supplying and ejecting air blowing, at least to the fragments farthest from the engine intake.

An airplane containing a fuselage from a power pack with skin on it, with a cabin, a passenger compartment or a cargo compartment, a control system, a fuel system and a chassis, in addition to the engine in the engine nacelle of the upper sector and fragments on it, sets of fragments and a pylon are installed on the side sectors of the fuselage for a jet engine behind them, on the nacelle of each of which an air intake is fixed with a length of the slot entrance on the consoles equal to the length of the side console fragments with a circular increase in the middle of the gap and highways supply air blowing fragments removed from the engine nacelle and ejecting it into the engine nozzle.

The engine nacelles on the side pylons of the tail are equipped with slotted inlet extensions in the air intake consoles or oval, with the number and location, respectively, of the number of sets of cantilever fragments on the side sectors, and the first fragments of these cantilevers that are remote from the nacelles are connected to the engine by the air supply ducts for blowing and ejecting it into the nozzle sets.

The supply air from the engine to the leading edges and its air intakes from the trailing edges to the engine nozzle are equipped with separate load-bearing elements of one set, for example, through one or all fragments of the set with the possibility of regulating the lifting force of fragments of this set, for example, on the lateral sectors of the fuselage.

An aircraft containing a control system and a landing gear has a power plant, a fuselage, a fragment and / or a set of them, configured to operate on compressed natural gas, for which the power plant, fuel system are adapted or upgraded to compressed natural gas, the fuselage is equipped with an airtight compartment installation of at least one cylinder of compressed natural gas, or the cavity of one at least a wing fragment or a set of fragments, mainly the lower one, is made with a container for charging with compressed natural gas and equipment for its reduction for burning in a power plant.

, N=1 Дж, Р=0,3-1 МПа в камере облучения с получением заряда водорода и кислорода для устойчивого сгорания его аналогично стехиометрическому составу углеводородной топливной смеси в цилиндарах поршневого двигателя или необходимого для устойчивого горения смеси водорода и кислорода в камере сгорания реактивной силовой установки.An airliner containing a fuselage, a control system, a chassis and a fuel system equipped with a water tank, a water evaporator, followed by a dosage of water vapor for irradiation with laser radiation, most suitable for decomposing water into hydrogen and oxygen - the second harmonic of a gas laser with a wavelength

, N = 1 J, P = 0.3-1 MPa in the irradiation chamber to produce a charge of hydrogen and oxygen for stable combustion, similar to the stoichiometric composition of a hydrocarbon fuel mixture in the cylinders of a piston engine or the mixture of hydrogen and oxygen necessary for stable combustion in a reactive combustion chamber power plant.

A set of fragments of the wing of an aerolet, each of which contains bearing and / or control surfaces and means for installing it on the fuselage, while the axes of each fragment, at least of the sets installed on the upper and lower sector of the fuselage, are located in a vertical plane passing through the axis of the fuselage and cantilever fragments are located in horizontal planes in pairs on the left and right lateral sectors of the fuselage, the number of fragments of a monocomplete aero-plane is determined from the condition that the total area of the fragments is equal ntov set square airfoil aerodynamic wing, wherein the area of the fragments is determined aerodynamic calculation of mathematical modeling of the aircraft flying speed with the speed of flow fragments airflow from the propeller or compressor with its ejection nozzle into the gas stream at an appropriate rate.

A set in which the gap between adjacent surfaces of fragments and the outer surface of the fuselage is made variable in size increases or decreases for each next fragment in proportion to the order in which it is placed in the set, and the fragments are fixed to the fuselage with constant or variable overlapping of the rear end of the previous fragment of the set with the front end of the next in the fragment kit.

A fragment of the wing of an aerolet containing a power set of a spar and stringer connected to ribs and casing on them, forming a surface for flowing around a fragment of air flow, the spar and stringer have a length corresponding to the cross section of the air flow at the location of the fragment on the fuselage, at the ends of each spar bends for stationary attachment of a fragment to the fuselage or openings for installing articulated links on them with a drive for moving the fragment to the angle of attack, corresponding to the flight stage .

A fragment of the wing of an aerolet can be performed with telescopic inserts with a mechanism for simultaneously pulling them out of the cavity of the fragment in opposite directions and cleaning inside the fragment.

An aerolet fuselage containing a power frame made of spars connected to stringers and a sheathing with transverse elements fixed to them, a cockpit, a passenger cabin or a cargo compartment with passenger seats or means of moving goods and securing them in the compartment, frames and / or stringers are equipped means for attaching wing fragments to the fuselage, for example, holes for bolting.

Fuselage with a flat sector, lower, at least.

The fuselage with cantilevered fragments of the side sectors made removable, folding or inflatable.

Aero thrust reverse, containing a pair of flaps pivotally mounted in the casing, closing the casing windows with gratings from the blades guiding the gas flow, a two-cavity spacer, a reverse control system with a reverse gear and a spool, power cylinders, locks for locking the cams in the idle and working position that separates the gas the flow into two parts for braking (arranged 90 °) or in three parts for hovering, for which each leaf is shifted to an angle ensuring equality of direct thrust from the nozzle and vice versa th total thrust of flows from the windows of the reverse, the supports of the wings are located in a vertical plane passing through the axis of the engine, the windows with gratings are located on the side, and the power cylinders with the supports are located on the upper and lower sectors of the housing of the reverse, respectively, the blades of the gratings are made with a curvature that facilitates movement flow from windows parallel to the surface of the earth. The air intake of the aerosol with at least one jet engine integrated in the rear of the fuselage, with an entrance respectively on the upper or lower sector, is made with one, at least, a pair of diametrically opposite consoles at the entrance with a groove of variable depth corresponding to the placement of the trailing edge posterior fragment of the corresponding set of wing fragments with corresponding geometry edge.

An aerolet control system comprising a control handle pivotally mounted on the base in the cockpit (crew) with control pedals at the lower end and a handle on the upper one that has landing release buttons for landing gear and landing flap, connected by a cable-pull link with rocking wheels, a handle with pitch pitch and pedals with a rudder, buttons on the handle of the handle for switching the electric drive to rearrange at least part of the fragments to the take-off, flight or landing angle of attack.

An aerolet control system comprising a control knob pivotally mounted on the base in the cockpit (crew) with control pedals at the lower end and a handle on the upper one, which has landing and cleaning buttons for landing gear, and a handle for pitching and rocking with a steering wheel and pedals with a rudder, on the handle of the handle there is a button for switching the electric drive of switching the lower, at least, set of load-bearing elements to the position of screening of the lifting force by moving the telescope eskih inserts the lower sector of the fragments in the opposite direction at the same time.

The method of creating the lift force of an aerolet, which converts the energy of the fuel into engine operation and into the movement of the apparatus with the interaction of the bearing surfaces with the air medium and ensures the beginning of the interaction of the air flow generated by the engine with the fragments of the wing, regardless of the horizontal movement of the aerolith through the successive interaction of the air flow from the screw with the in this stream, fragments from piston aerosols, and from jet aerosols provide flow around one, along the edge at least a wing fragment with air taken from the engine with its ejection after the trailing edge of the fragment or the last wing fragment into the jet engine nozzle with separation of the jet stream for vertical movement to the central flow of direct thrust and two lateral, in total equal to the central and opposite to it, located parallel to the earth’s surface, and the speed of the piston aero-airplane is limited on take-off or reduced on landing, turning the aerodynamic rudders of the direction and / or pitch into position braking.

The method of flight of an aerolet, including the creation of a controlled air flow, horizontal flight at a predetermined level with control of the flight speed before hovering at any point and time of flight, planning for landing, and the flight begins by detaching the loaded aerolet from the surface of the parking lot, turning into a simultaneous set of flight speed and altitude to a given level or safe altitude by sequentially or simultaneously increasing the angle of attack, at least for part of the set of wing fragments with increasing speed from the propeller (engine), at a safe height, the fragments are switched to the flight angle of attack, and the engine is switched to cruising mode, and after completing the flight mission and returning to the take-off place, planning is performed to the alignment height, at which at least some of the fragments are switched to the landing angle of attack, steering wheels in braking mode and, if necessary, and engine revolutions (propellers) reduce horizontal speed until it hovering above the touch point in the parking lot, after which they land a smooth decrease in engine speed the aerolet, at the same time on takeoff, in flight on the train and on landing, orient the aerolet in space by the rudders of the course and pitch.

A method of flying an airliner, including the creation of a controlled air flow, horizontal flight at a given level with speed control until hovering at any point and time of flight, planning for landing, and for landing flight, at least one set of fragments is switched to the position that creates screen effect.

A method of controlling an in-flight flight with one at least a reactive power plant and taking part of the air flow from it to supply it to the control surface, with controlling the direction of flight by deflecting the control surface or the reaction of the jet rudder, the control moment stabilizing the position of the aircraft roll, is provided automatically by the system of forces acting on it in the axial vertical plane and the location of the points of application of the total lifting forces of each fragment above the point n APPENDIX center of gravity determined by centering, pitch control moment created by changing the flow rate of air let down to extreme engine complete fragments, thereby changing the lift of the corresponding fragment.

The control moment for translating the aerolet into cabling is created by reducing the lifting force on the last fragment by turning off or reducing the degree of ejection of the air blowing it, and for planning, the degree of ejection of the air blowing the first fragment of the set is turned off or reduced.

The control moment of the cabling is created by simultaneously reducing the speed of blowing the last, at least, a fragment of the kit and the degree of ejection of the blowing air or its quantity.

The control moment of the cabling is created by adding the aerodynamic lifting force from the speed of horizontal movement of the aero-plane and from blowing it with air supplied from the engine to the front fragment of the kit, and for planning they add similar lifting forces to the last fragment.

The way to control an in-flight flight with self-stabilization of its roll position, while the pitch control moment is created by changing the speed of flow around the air supplied from the engine to all fragments of one, at least, the set in proportion to the location of the fragment in the set, decreasing in the ratio of 0.75 / 0.5 / 0.25 / 0 for 1, 2, 3, and 4 fragments, respectively, for translation into planning, and for transferring an aero to cabling, on the contrary, the flow velocity is reduced in the ratio 0 / 0.25 / 0.5 / 0, 75.

The method of take-off of an aerolet, in which the engine is started on low gas and creates an effect of air flow on the bearing surfaces, and after the engine reaches low gas, the landing gear wheels are braked, for example, by parking pads and / or brakes, the engine speed is gradually increased to a level at which the impact of the air flow on the fragments creates a total lifting force exceeding the take-off weight of the aerolet, and after breaking it off the parking surface and lifting above the blocks, increase engine speed to simultaneously increase cheniya horizontal velocity and a set of predetermined altitude.

A method of landing an aerolet, according to which planning is carried out from a flight level and moving to a parking place, while planning is performed to an alignment point, for example, to a safe height at the place of an upcoming stop for loading, unloading or parking, at this height by releasing a landing shield, deflect the halves of the rudders at the same time in opposite directions and, reducing the engine speed, reduce the horizontal speed until hovering above the point of tangency and then reduce the engine speed to translate the aero into lowering it to the touch point to a height of 1.5-2 meters, at which, by adding engine speed, they touch the parking surface with a vertical speed of 0.15-0.3 m / s, while the vertical orientation of the aero-plane is oriented in space relative to farm buildings and the equipment located in front of them.

A method of landing an aerolet, according to which planning is performed from a flight level and moving to a parking place and, having carried out planning to a leveling point or to a safe height at a place of an upcoming stop for loading, unloading or parking, after leveling, deploy an aerolet against the wind and fly over the point of contact on 15-20 meters, gradually reducing the speed of the aero to the speed of the wind and the hovering of the aero, then, reducing the speed, adjust the speed of the drift of the aero to the point of touch by the wind and reducing the height to touch with overhnostyu parking.

A method of operating an aero-thrust reverse engine with a jet propulsion system, at least one of which comprises unlocking the flaps for shifting and locking them after shifting, dividing the engine gas stream into two parts and interacting with the reverse grilles for braking, at least or three flow for hovering through the interaction of two of them with the blades of the gratings and changing the direction of each of them, turning on the reverse is blocked with the inclusion of air intake from the engine for blowing fragments with its ejection into the plane of the engine after blowing, for an emergency termination of the flight in the event of an emergency or the completion of the regular flight, turn the thrust reverse into braking mode simultaneously with taking air from the engine to blow one, at least a set of wing fragments, or combine blowing with the air farthest from the engine farthest from the air intake of the engine of one of at least a fragment of the wing of one of at least a set of fragments with blowing of the remaining fragments of a set of at least one the air flow entering the engine air and at the same time synchronously change the braking mode of the reverse operation to the hover mode by shifting the reverse flaps to the position of dividing its gas stream into three streams.

The reverse way of operation is performed with the flaps shifted to the braking position with the flaps turning 90 ° without locking them in this position with their automatic flipping to the hover mode, for example, in proportion to the decrease in horizontal speed and the lock of the flaps in the hover position.

The implementation of the Maksinio aerolet with a longitudinal arrangement of sets of fragments makes their lift not related to the horizontal speed of the aerolet and, accordingly, provides takeoff and landing without take-off run along the runway and soft landing at any point on the surface, land or water, at any time when an emergency occurs flight situations. The vertical arrangement of the forces acting on the aircraft provides the ability to self-restore its stable roll position. This is especially important in conjunction with an increase in the lifting force of multicomplete airplanes by 3-5 times with the same power ratio of the device. And improving the reliability of airplanes greatly increases the importance of a protected set of solutions, as well as a sharp increase in the comfort of multi-mode air transportation.

An additional advantage of the basic layout of airplanes and a single technology is a significant reduction in the transverse dimension of the aircraft and a corresponding reduction in the area for maintenance and storage of airplanes, aircraft and electric vehicles.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 shows an aerolet with one set of fragments on the upper sector of the fuselage, figure 2 is a plan view of it, figure 3 is a view of a sector fragment 3 on page A, and figure 4 is a view of the steering wheel pitch on a straight line fragment 4. In Fig.5 - four-set aero-aircraft with sets of fragments on the upper, lower and side sectors. In Fig.6 is a view of the rudder on page C, the panels of which are installed on the sides of the fuselage, in Fig.7 is a view of the two-pane additional rudder of the course on page D, and in Fig.8 is a side view of a single-set jet aero with an engine in the rear part of the fuselage, Fig. 9 is a sectional view of a fragment with a longitudinal plane, and Fig. 10 is a view of the exhaust slots of the fragment air distributor and the inlet air intake of its ejection into the nozzle. In Fig.11, 12 is a cross-section of the connections of the fragments with the fuselage with the air ducts on them in section. AA supply of air for blowing a fragment and into a section. BB ejection of this air after blowing into the nozzle of the engine.

In Fig.13 is a side view of a jet airliner with sets of fragments on the upper and individual pairs of fragments on the side sectors, an air intake on the upper sector with a sector extension of the entrance on page G - Fig.14, and Fig.15 is a side view of the aerolet with a jet engine in a nacelle on the upper sector of the rear fuselage.

In Fig.16 is a side view of an aircraft with jet engines on the pylons of the tail, two-row sets of cantilever fragments on the side sectors and double straight extensions of the air intakes of the nacelles, Fig.17 and 18. Fig.19 is a diagram of the location of the air intakes of a complete jet engine with a jet engine in the tail part and inlet of the air intakes on the upper and lower sectors and their sector fragments, engine air intakes on the side pylons and their cantilever fragments. In Fig.20 is a diagram of the flow around the upper bearing surface of a rectilinear fragment, Fig.21, 22 is a fragment of a medium-haul or intercontinental aircraft with a diagram of additional slots connected by channels to the ejection air intake (two slots are conventionally shown). In Fig.23 is a diagram of the forces acting on the aero-plane in flight; Fig.24 is a diagram of the forces creating the moment of recovery by roll in the flight of an aerolet; Fig.25, 26 is a diagram of the aerodynamic and gravitational forces acting in flight on a traditional airplane layout, on Fig, 28, 29 is a diagram of the forces of the aeronautical assembly with pitch control. On Fig - the trajectory of the flight of an airliner in standard weather conditions and in strong winds, respectively (dashed lines show the trajectory of the completion of landing in the wind at a speed Vв).

EMBODIMENTS FOR CARRYING OUT THE INVENTION

Monocompleted airliner "Maxinio" in figure 1, 2, 3 and 4 consists of a propeller block 1 at the front end of the fuselage 2 with a set of 3, 4 bearing fragments. Fragment 4 has a pitch wheel 5, 6 at the trailing edge, and the spars and stringers of each of them have bends 7 for rigidly fastening them on the fuselage, for which the spars and stringers are provided with holes for bolting (not shown conditionally). The rudder of the course 8, 9 on the axis 10 in the vertical plane of the fuselage 2. The rudder, like the pitch wheel, is made of two panels 5, 8 and 6, 9 (Fig. 4) with the possibility of their opposite deflection at the same time or only one of them. On the upper sector of the fuselage near the block 1 is located the cockpit 11 of the pilot, on the side sector - the door 11a. In the lower sector of the fuselage made a niche for the rack 12 of the chassis (not shown). The rear wheel 13 is not retractable in flight; the cabin windows 14 are made on the lateral fuselage sectors. These lateral sectors can be equipped with cantilever stationary, removable, folding and / or inflatable fragments 15. The multicomponent layouts of the airliner are intended for transportation of commercial, passenger and / or cargo. The layout of this class of airplanes is performed with a set of fragments of 3 sector stationary in the upper sector and 16 in the lower (Fig. 5). Given the large weight of the apparatus, it is advisable to carry out this class with front and rear stationary fragments 15 on the side sectors with two-panel pitch wheels 17, 18 on each of them. And also with front 19, 20 and rear wheel 21, 22 courses. The front steering wheel panels are mounted on the axis of the rear wall of the cab 23. The rear steering wheel panels 21, 22 are mounted on the side sectors (Fig. 6). In this arrangement with a large flight weight and the surface of the lateral sectors, the number of lateral sets of fragments can be increased to three to five, for example, removable ones, including a part made of them with telescopic retractable inserts (not shown conditionally), and the location of each following complete fragment in the aerodynamic "shadow" of the previous in horizontal flight, at least.

The rudder in the axial plane of symmetry of the rear end of the fuselage, as in the layout of local air communications or ALS with sidewalls connected in a vertical plane, due to the large diameter of the fuselage of medium-range airplanes, will not ensure their reliable controllability. The aerodynamic “shadow” at the end of the fuselage of these layouts does not affect the performance of the rudders when they are mounted on the axles at the end of the lateral sectors with each panel deviating in its own direction: right - to the right, and left - to the left. The controllability of the aero-flight in flight increases significantly when used simultaneously with the rear wheel and the front wheel 19, 20 on the axis of the cabin 23 (Fig. 7).

To increase efficiency in braking mode, the steering wheel panels can have telescopic inserts with electric extension, at least.

Similar to the structure of the described piston aeroliths, the layout of jet aeroliths is performed. In addition to the power plant, their difference from the piston is the installation of air ducts 24 in the fuselage with intakes in the axial channel for supplying air to the engine with an air inlet to the engine in the nose of the fuselage and ejection lines 25 of this air after flowing the fragment into the engine nozzle 26. In addition, the layout of the RA has a line for supplying air drawn from the engine to the slots 27 of the front and / or rear jet rudder, for example, on a keel with rudder 8, 9 (not shown in Fig. 8).

The air taken from the duct, compressor, or from the secondary circuit from the ducts 24 is supplied to the pre-edge distributor 28 of each fragment 3 through the duct 29 of the limb 7 and from the distributor through the slots 30 to blow the fragment (Figs. 9, 10, 11). After blowing this air is discharged by the slots 30 of the inlet air intakes 31 (Figs. 9, 10, 12) through the air duct 32 and the line 25 into the jet nozzle 26 of the engine.

Air ducts leading to fragments 29 are mounted on one or both of the bends 7 of the side members, and ejection ducts 32 from the air intakes 31 to the bends of the stringers 7 (11, 12). In arrangements with a hinged joint of one or both sides of the fragment with the fuselage, air is supplied and removed from the fragment by flexible high-pressure hoses.

To improve the shielding efficiency of the fuselage, it is advisable to perform with a flat lower sector of the fuselage, while the bonds of the fragments are pivotally connected to the elements, and the locks of the fragments are locked on the fuselage in the shielding position, landing or flight angle (not shown conditionally).

Airplanes for medium-haul transportation are more expediently performed in a multicomponent layout, with a flat lower sector of the fuselage and a jet propulsion system, for example, a turbojet engine in the rear of the fuselage (Fig. 13).

The jet engine integrated in the fuselage of FIGS. 13, 14 is connected by an air duct to the air intake on the upper sector of the rear of the fuselage, equipped with sector-groove extensions 33. The engine nacelles on the tail of the aircraft fuselage in FIG. 15 are equipped with the same extensions. In these arrangements, due to the location of the extension groove in the immediate vicinity of the trailing edge of the last fragment, the last two fragments 34 are at least located in the area of the air flow that is sucked into the engine; therefore, air supply to the blower is required to be provided only to fragments 3 - the first and perhaps the second. The air supply lines to the slots of the 27 jet rudder on the keel with rudder 8, 9 are not shown. Individual cantilever fragments 15 to improve the maneuverability of an aerolet may have pitch wheels. The rudder of course 8, 9 on the keel or 21, 22 on the sides of the tail can be duplicated in front of them or the rear jet rudders (not shown).

The aircraft in Fig.16, 17 and 18 has two sets of cantilever fragments 15 on the side sectors and on the engine on the side pylons of the rear fuselage. Each engine nacelle is equipped with straight groove extensions 33 located respectively at the trailing edge of the fragments. Highways 24, 25 are connected to the engines the first fragments 3 of each side sector, the groove of each extension 33 is paired with the input 36 of the nacelle.

The scheme of the three-engine layout of the aero-plane in Fig. 19 contains an engine in the rear part with upper and lower air intakes 36 with sector extension cords and straight extensions 33 for engine nacelles on side pylons. To ensure regulation of the flow around the set supplied to the air distributor and the air intake, it is more expedient to carry out fragments with the possibility of turning the slotted tube around its axis, for example, to switch to a one-sided flow around the air supplied from the engine by combining their slots with the upper channel of the air distributor 28 and air intake 31, respectively (Fig. .twenty). To stabilize the flow around the air supplied to the fragments from the engine, the mid-range or intercontinental fragments can be made with additional slots 30 connected by channels to the fragment intake 31 (Figs. 21, 22).

The mains for supplying air drawn from the engine to pre-edge distributors 28 and ejecting it after blowing the elements from the inlet air intakes 31 into the nozzle of the aircraft engine with nacelles on the pylons or in the upper, lower sectors or air intakes on them connect only fragments of sets that are remote from the entrance. At least the last elements of the sets are equipped with a means of disconnecting the blowing air from them, and some of the lower fragments are made with telescopic inserts and the possibility of their extension, at least (not shown).

Operate Maxinio airplanes as follows.

Example 1

After loading the aircraft in the parking lot and starting the engine, the rotation of the screw 1 creates an air flow parallel to the fuselage 2. From the interaction of this flow with the air, it takes the form of a truncated cone with a smaller diameter equal to the diameter of the screw Dв on the front end of the fuselage and large Dк at the end of it. Fragments 3, 4 have a length of 1p, 2p, 3p and 4p of the front spars and rear stringers 1k, 2k, 3k and 4k, respectively, which are equal to the length of this sector of the air flow at the location of the corresponding fragment. Since the fragments are located in the air stream from the propeller and the speed of this stream is significantly higher than the speed of interaction of the moving wing of the aircraft with a stationary air environment, the total lifting force of this axial set is equal to the take-off weight of the aircraft at revolutions, obviously lower than the take-off mode. Similarly to the described, the lower axial set and each set of lateral sectors interact with the air flow. Accordingly, the separation of the aerolet from the parking surface can presumably occur at the 0.5 take-off mode of engine operation similar in weight and aerodynamic characteristics of the aircraft, at least, and regardless of its horizontal movement. Thus, the longitudinal arrangement of the fragments 3 on the fuselage 2 and the execution of them according to the geometry of the flow from the screw provide a two-stage creation of lifting force by sequential flow around the bearing surfaces, independent of the horizontal speed of the RA. This property of the RA provides a fairly wide selection of modes for the pilot at all stages of the flight with the possibility of additional regulation of these stages in time with the choice of the most comfortable for the pilot in each specific situation. These options are runway airplane take-off, short-run takeoff on ground or runway, vertical take-off or a combination of these options — by detaching from a parking position at Fc> P (Fig. 23) and simultaneously gaining altitude and flight speed after separation, with full control the pilot's flight process and controlling the prevalence of climb or horizontal speed.

Example 2

To take off the aircraft parked in the parking pads, start the engine for idle and brake the wheels of the chassis if there are no parking pads. Given the degree of loading of the aerolet, its engine is driven at revolutions at which the lifting force Fc of the sets of fragments 3, 15 and / or 16 of it becomes greater than the take-off weight P and detaches it from the parking lot. In the absence of restrictions on increasing flight speed, a safe altitude set is performed at the separation speed, and at a safe altitude, the revolutions necessary to complete the flight mission at the flight altitude established by the rules are established. If there are obstacles to the increase in speed on take-off, panels 8, 9 of the rudders are rejected simultaneously in opposite directions, thereby setting the braking mode. If necessary, turn on the steering wheel 5, 6 pitch in this mode, and also deploy an aero-jet against the wind. After the set flight level is set and the speed set, the flight is performed in the known aerodynamic mode.

Example 3

The flight at the altitude provided for by the rules is performed using the rudders to maintain the course and pitch in the traditional "airplane" manner, deflecting the corresponding one panel - 8 or 9, 5 or 6 - of these rudders in their direction.

The symmetric geometry and the location of the axis of symmetry of the fragments in the vertical plane of symmetry of the fuselage determines the location of the total lifting force of the sets also in this vertical plane - Fc in Fig.23. In the normal position of the fuselage, this arrangement provides a stable, roll-free position. And in case of an accidental roll, the location of the points of application of the weight of the aerolet and the total lifting force automatically form a restoring moment:

,

,

where MB is the moment restoring the position of the aero-plane in case of any accidental occurrence of roll,

P is the flight weight of the aerolet,

l1 is the offset distance of the point of application of weight during the roll from a stable position (the vertical plane of symmetry of the fuselage),

Fв - the vertical component of the lifting force F at the time of the roll,

l2 - mixing of the point of application of the lifting force in the roll position,

Fg - horizontal component of the lifting force in the roll position,

l3 is the displacement of the point of application of force F in the roll position by the angle "α".

MB leads the aero from the roll position (Fig. 24) to a stably stable position (Fig. 23). From the diagrams shown in FIGS. 25 and 26, the forces acting in flight on an airplane assembly are shown to create four transverse and two longitudinal moments, each of which can destabilize the position of the aircraft in space. And to restore a stable position, controls are needed - ailerons and a control system for them, since there is no self-stabilization property in an airplane layout.

The layout of the aerolet with the front rudder has the additional ability to maneuver in flight - the combination of high-speed horizontal movement with the parallel direction of flight by moving the aircraft in the corresponding direction. So, at the simultaneous deviation of the right panel 8 and these rudders to the right, the aero-plane will respond by shifting to the left both the front and rear ends, and if the forces from the impact of the flow on the rudders are equal, this shift will be parallel to the direction of flight, i.e. lateral displacement without changing direction. And since the interaction with the air is proportional to the airspeed, and the flow from the propeller for parallel lateral displacement also acts on the front steering wheel, it is enough to deviate the rear steering wheel panel by half the angle of deflection of the front steering wheel. When the panels are deviated by an equal angle, the aero-plane will react with a lateral displacement of the front end with a double displacement of the lateral rear end, and the total will be lateral with a simultaneous turn to the right. The total trajectory in the second case of flight will be a turn with a large radius (not shown). A similar maneuvering will be performed by an aero-plane while simultaneously deflecting the left panels 9 and 20 of these rudders.

Example 4

The separation from the touch point in the parking lot of the loaded RA and its rise to a safe height with the simultaneous set of horizontal speed and height to a given level is performed as described in examples 1-3. To translate the aero to the cabling position, the lifting force of the fragments of at least one of the sets is changed in the following order. For light airplanes or unloaded medium-range ones, in aerodynamic flight they include blowing the front fragment 3 with air from the engine and ejecting it into the nozzle. As a result, the lifting force F1н (Fig. 27) of this fragment will increase and the nose of the aerolet will begin to rise and after reaching a given angle σ, blowing with ejection is turned off and the aerolet will continue to fly in the cabling position to the desired level. At the flight level, blowing and ejection of the last fragment are included, and the total lift F4н (Fig. 28) will raise the tail of the aircraft to a horizontal position, in which the blowing and ejection of this fragment is turned off and horizontal flight continues at the height of the flight. Likewise, an aero is transferred to the planning position at any time during the flight.

Example 5

Take-off, flight and landing of a jet aerosol are performed as described in examples 1-4, with air being taken from the engine on take-off and landing to flow around a set of fragments and create a lifting force regardless of the horizontal movement of the aerosol. Its orientation in aerodynamic mode at a given level is carried out by the traditional deviation of one panel of each steering wheel 5 or 6, 8 or 9, 19 or 20, 21 or 22 in its direction. To reduce the horizontal speed at take-off, the panels of each rudder and / or pitch of the PA are rejected simultaneously each in its own direction. To orient the aircraft on landing after leveling, the ejection of the air flowing around the fragments of at least the last fragments of the kit is additionally disabled. This reduces the flow rate and, at the same time, decreases the lifting force, accelerates the lowering of the aero-plane to the touch point of the parking lot. After reducing the horizontal speed from the alignment point to the point of contact, orientation along the course is additionally performed by the jet rudders 27 (Fig. 8). When the ejection is sequentially disabled on other fragments of one or all sets, an additional opportunity is created for regulating horizontal and vertical speed. And the speed control provides a jewelry-accurate soft landing at the touch point even without turning the steering wheels into braking mode.

Example 6

In light winds, after completing a flight mission or completing a regular flight along a route at a given flight level, the aero-plane is transferred to planning from the echelon to the leveling level at which the aero-plane is converted to horizontal flight at this height, setting the rudder 5, 6 to the touch point in the parking lot or unloading-loading and switching it or both of the steering wheel into braking mode. The pilot visually controls the approach to the point of touch and, if necessary, adjusts the speed. At a height of 1.5-2 m in front of the point of contact, the aerolet unfolds in a position that excludes the flow from the screw to the farm buildings or equipment in front of them, and reduce the speed to smoothly lower the aerolet to the point of touch at a speed of 0.3-0.15 m / sec (Fig. 30, a solid line of the right half of the trajectory).

The pitch maneuverability of heavy medium-haul and intercontinental jet airplanes is more reliably provided by a set of fragments, at least one made with proportional control of the degree of flow around the fragments in the set. For example, to transfer the aero to cabling, airflow with ejection of the first fragment is performed in full - F1, the second - 3/4 F1, the third - 1/2 F1 and the fourth - 1/4 F1 (Fig. 29). Variants of proportionality can be regulation only blowing, only ejection. The same proportionality or the like can be used to translate an aero-plane into planning with the reverse arrangement of lifting forces on fragments - the fourth, third, second and first.

Example 7

For landing in a strong wind, the translation of the aero-plane into planning, leveling at a safe height and flight with braking are performed as described in examples 1-6. Due to strong winds, it is advisable to approach the point of contact and lower it to it against the wind. However, with such a movement, the lifting force of the sets of fragments from the flow around them from the movement is added with the force from the screw of the piston and from the flow around the blown air from the jet engine. The engine speed will be high enough to overcome the wind force, and accordingly, the total lifting force will exceed the landing weight of the aircraft and make it difficult to lower to the touch point in the parking lot.

The pilot can resolve this contradiction by flying over the touch point in shallow planning 15-20 meters further than the touch point and revolving to reduce the speed of the aircraft to a value less than wind speed. After that, the total lifting force becomes less than the landing weight of the aerolet, and simultaneously with the lowering to the surface of the parking lot, the wind will blow it to the point of contact (the aerolet will begin to “back off”) with speed control and these engine speeds. At the moment of contact, the engine is turned off and the aerolight is fixed in the parking lot by blocks, for example.

Example 8

The inclusion of an on-board computer in the aerolight layout greatly facilitates and speeds up pre-flight pilot training. It is enough for him to get weather data on the route and enter them into the program of the upcoming flight to take into account the influence of the headwind or to determine the correction in flight time for the time of bypassing the thunderstorm on the route or the delay time of departure. Other data on the heading, altitude and flight speed are available in the computer information base, and for their use it is enough to open the file with the flight number and display it on the monitor screen. After that, it is enough to enter the actual loading data into the flight table - the weight of the cargo, the number of passengers and send this data to the dispatcher in automatic mode.

Example 9

Take-off, flight and orientation of the aircraft in flight is performed as described in examples 1-4.

After planning for landing and leveling at a safe height, before engaging the rudders in braking mode, the telescopic inserts of fragments of the lower sector and / or lower sector of the fuselage are advanced to the shielding position, which, after touching the landing surface, is removed into fragments or fuselage.

In a three-stage airplane conversion of the power plant’s energy into the wing lift, the flow of a screw or jet stream is spent on overcoming the drag of the half-planes of the wing, plumage with a stabilizer and the fuselage, and therefore the speed of flow around the air environment of the aircraft’s bearing surfaces will be significantly lower than the speed of airflow around the fragments 3 4, 15 and 16, additionally accelerated by ejecting it into a gas stream. The number of the mentioned sets of elements and the possibility of increasing them can greatly increase the total area and the total lifting force with it, which makes it possible to predict the separation from the touch point of the parking even at low gas operation of the power plant with complete independence of the lifting force from the horizontal speed of the aircraft.

An aircraft consisting of a propeller block at the front end of the fuselage, which has a cabin, passenger compartment or cargo compartment, a fuel, air conditioning and chassis system; an on-board computer monitor screen is installed on its dashboard, the processor of which in the instrument compartment controls the operation of engines, systems and units it with automatic inclusion on the screen of the parameters with the appeared malfunction and a conclusion about the degree of danger of it and the possibility of flight.

Alternatives to the above-described embodiments of vehicles traditionally powered by hydrocarbon fuels in this group of inventions are those operating on compressed natural gas and especially water. Compressed natural gas is already recognized and widely used in the automotive industry and in its transportation.

The power plant, the fuselage, a fragment or a set of them are configured to operate on compressed natural gas by adapting or upgrading to compressed natural gas, the fuselage 2 is equipped with a hermetic compartment for installing at least one cylinder of compressed natural gas, or a cavity of one at least at least a wing fragment or a set of fragments, mainly the lower one, is made with a capacity for charging compressed natural gas and its reduction equipment for burning in an engine of a power plant.

Also, the fuel system of an aerolet, made with the possibility of evaporating water with the subsequent dosage of steam for laser irradiation in the irradiation chamber to produce a hydrogen and oxygen charge in a stoichiometric composition, is similar to a hydrocarbon fuel mixture in a piston engine cylinder or a mixture of hydrogen and oxygen necessary for stable combustion combustion chamber of a jet engine of a power plant.

Each set of fragments of the wing of an aerolet contains bearing or control surfaces and means for mounting it on the fuselage, while the bearing surfaces of each fragment are located on its upper side, and the fragments are made with mounting bends of stringers and side members or mounting brackets located at the upper and lower sets of fragments in plane of symmetry of the fuselage and fragments.

A fragment of the wing of an aerolet containing a power pack of a spar and stringer connected to the ribs, and a skin on them, forming the surface around the fragment by the air flow, is made with spars and stringers having a length corresponding to the cross section of the air flow at the location of the fragment on the fuselage, on at the ends of each of them, bends 7 are made for stationary attachment of a fragment to the fuselage or having openings, for installation of articulated connections on them with a drive for moving the fragment to the angle of attack, corresponding to the phase of flight.

The power frame of the fuselage of airplanes, from spars connected to stringers and secured to them with sheathing with transverse elements, a pilot's cabin, passenger cabin or cargo compartment with passenger seats or means of moving goods and securing them in the compartment, while frames or stringers are equipped with fastening means on the fuselage of the wing fragments, holes for bolting or articulated with actuators.

A reversing device of the engine of an aero-propulsion power plant, comprising a pair of flaps pivotally mounted in the body of the casement, closing the case windows with grilles of vanes guiding the gas flow, a two-cavity spacer, a reverse control system that ensures the separation of the gas flow into two parts for braking (90 ° arranged) or into three parts for hovering by shifting the flaps at an angle that ensures equality of direct thrust from the nozzle and the reverse total thrust of flows from the reverse windows, for which the flap supports are located wives in a vertical plane passing through the axis of the engine, windows with gratings are located on the lateral at least external sectors of the reverse or fuselage body, power cylinders with supports are located on their upper and lower sectors, respectively, the blades of the gratings are made with a curvature that allows the flow to flow from gratings parallel to the surface of the earth.

The air intake of the jet engine integrated into the rear of the fuselage, with inputs respectively on the upper or lower sector, while the entrance of each air channel to the engine is made with at least one pair of variable depth grooves 33 diametrically oppositely located on the consoles, respectively, the rear edge the rear fragment 34 of the corresponding set of wing fragments with the corresponding trailing edge geometry.

An aerolet control system, comprising a control knob pivotally mounted on the base in the cockpit (crew) with control pedals at the lower end and a handle on the upper, having landing and cleaning buttons for landing gear and landing shield, connected by a cable-and-wheel with rocking arms and steering wheel connections 5, 6 pitch and pedals with a rudder of course 8, 9 (21, 22) and buttons for controlling the electric drive of switching at least part of the fragments to the take-off, flight or landing angle of attack or electric switching of the lower, at least, set fragments to the screening position of the lifting force by moving the telescopic inserts of the fragments in the opposite direction at the same time.

A method of creating the lift force of an aerolet with a piston or jet engine, which converts the energy of the fuel into engine operation and into the movement of the apparatus with the interaction of the bearing surfaces with the air environment, which ensures the beginning of the interaction of the air flow generated by the engine with the fragments of the wing, regardless of the horizontal movement of the aerolet by means of sequential interactions of the air flow from the propeller with fragments located in this flow for piston aerosol, and for jet they ensure that at least one wing fragment is flowed around by the air taken from the engine and is ejected after each trailing edge of the fragments or the last wing fragment into the jet engine nozzle with separation of the jet in reverse for vertical movement to the central forward thrust flow and two side thrusts in total equal to the central and opposite directed to it and located parallel to the Earth’s surface, and the speed of the piston aerolet is limited at take-off or reduced at landing, turning on the aerod Course-dynamic control surfaces or pitching in the braking position.

A method of operating an aero-thrust reverse engine with a jet propulsion system, at least one comprising unlocking the flaps for shifting and blocking them after shifting, dividing the engine gas stream into two parts and interacting with the reverse grilles for braking, at least or three flow for hovering through the interaction of two of them with the blades of the grilles and changing the direction of each of them, blocking the inclusion of reverse with the selection of air from the engine to blow the bearing surfaces with its ejection in engine bore after blowing, and for an emergency termination of flight in the event of an emergency or completing a regular flight, turn the thrust reverse into braking mode simultaneously with taking air from the engine to blow one, at least a set of wing fragments, or combine blowing with the outermost air taken from the engine from the air intake of the engine of one, at least, a fragment of the wing of one, at least, a set of fragments with airflow of the remaining fragments of the set, one, at least re, by the air flow of the air entering the engine and at the same time synchronously change the braking mode of the reverse operation to the hovering mode by shifting the reverse flaps to the position of dividing its gas stream into three streams.

The aircraft, consisting of a propeller block at the front end of the fuselage, which has a cabin, passenger compartment or cargo compartment, fuel system and chassis, has an on-board computer monitor screen on the dashboard, the processor of which in the instrument compartment controls its engines, systems and units with automatic inclusion on the screen of parameters with the appeared malfunction and the conclusion on its degree of danger and possibility of flight.

An airliner containing a control system and a chassis has a power plant, the fuselage, a fragment or a set of them is configured to operate on compressed natural gas, for which the power plant, the fuel system is adapted or upgraded to compressed natural gas, the fuselage 2 is equipped with a sealed compartment for installing the tank natural gas or the cavity of a wing fragment or a set of fragments, mainly the lower one, is made with a container for charging with compressed natural gas and its reduction equipment for burning in a power plant Sheep.

Its fuel system can be equipped with a water evaporator followed by a dosage of water vapor for laser irradiation in the irradiation chamber to produce a hydrogen and oxygen charge in the stoichiometric composition of the hydrocarbon fuel mixture in the piston engine cylinders or a mixture of hydrogen and oxygen necessary for stable combustion in the reactive power combustion chamber installation.

All listed in the application options for airplanes do not exhaust the possibility of varying them. And each of the listed and possible options is characterized by one inventive concept, which is confirmed by the presence of the main features in the total totality of each of the mentioned options.

All of them have a fan-fragment bearing aerodynamic system, longitudinally located on the fuselage with an air or gas flow generating device (fans, for example) at the front end of the fuselage, blowing out wing fragments behind it and ejected behind the last fragment at the end of the fuselage.

It is these features that provide the main technical result: the ability to create lifting force in vertical movement or in horizontal immobility from the touch point in the parking lot, not related to traditional aircraft infrastructure.

From the formula and description it is obvious that the systems, components and assemblies included in one of the options, at least, provide not only the technical result of the general set of features of this option. Each of them contributes a certain share of the overall technical result by performing its function. And the general totality of any of the mentioned options, except for the described possibility of separate vertical and horizontal movement and switching one of them to another at the choice of the pilot (crew), is also the ability to self-stabilize the aircraft by roll: for any random roll, its weight and lifting force are located in one vertical plane, create a self-healing moment, bringing the aircraft in a stable initial position.

INDUSTRIAL APPLICABILITY

The industrial applicability of the claimed solutions is determined by the fundamentals of theoretical aerodynamics - the laws of creating lift and handling, and the norms, rules and experience of their many years of applied use. And not only in the aircraft industry.

The design of aerolith assemblies, their manufacturing technology, technological base, production facilities, stands, laboratories and equipment for experimental verification of mathematical modeling calculations, other infrastructure, engineering and labor resources, federal rules for air transportation provide and require immediate implementation, like ICAO and other international laws and safety regulations. And they cry about the immediate replacement of airplanes by air by thousands of relatives of the last 228 victims of Airbas, as well as tens of thousands of relatives of previous plane accidents, hundreds of millions of dollars in the costs of investigating these disasters and compensating for damage from them.

Claims (47)

1. An airliner containing a power unit (1) at the front end of the fuselage (2) with a cabin, passenger compartment or cargo compartment, a fuel system and landing gear, characterized in that at least one set of wing fragments is mounted on its fuselage (3 ) sector or linear shapes, sequentially installed along the entire length of the upper sector of the fuselage or cantilever fragments (15) on the side sectors of the fuselage, while the last linear fragment (4) of them has a pitch steering wheel pivotally mounted on its rear edge (5,6), fragments connected s with fuselage ties (7), the rudder (8.9) on the axis (10) of the rear end of the fuselage is mounted in a vertical plane of symmetry, on the sides of the side sectors of the fuselage or on the keel of the rear fragment (4) located on the upper or lower sector of the fuselage . 2. Aircraft according to claim 1, characterized in that as a power plant it has a motor unit with a screw (1), which creates an air stream flowing around the fragments (3,4). 3. Airliner according to claim 2, characterized in that in addition to the set of fragments (3) on the upper sector of the fuselage, on the lower sector there is a second set of them (16), each of which has bends of the ends of the spar and stringer up to install the fragment on fuselage. 4. Aircraft according to claim 2, characterized in that at least one set of cantilever fragments (15) is fixed between the upper (3) and lower sets of fragments (16) located symmetrically with respect to the vertical plane passing through the longitudinal axis of the fuselage each lateral sector of the fuselage, while the front or rear fragment has pitch wheels (17, 18), and rudders (19, 20) and / or (21, 22) on the axes of the side sectors. 5. Aircraft according to claim 1 or 2, characterized in that each fragment of its upper and lower sectors (3) is made in sector form, equidistant to the surface of the fuselage. 6. The aircraft according to claim 1 or 2, characterized in that each fragment of it is located with a radial displacement relative to the previous one. 7. Aircraft according to claim 1 or 2, characterized in that each fragment carrying it and the fuselage are made of composite material. 8. Aircraft according to any one of claims 3 and 4, characterized in that a part of the fragments carrying it is at least configured to control the angle of attack by changing the distance to the fuselage of the inlet, outlet edges or their simultaneous location by means of a take-off or landing angle of attack. 9. An airliner according to any one of claims 2 to 4, characterized in that the input edge of each fragment of the sets, or at least the cantilevered ones, is located in the aerodynamic "shadow" of the previous element. 10. An airplane consisting of a propeller block at the front end of the fuselage having a cabin, passenger compartment or cargo compartment, fuel system and landing gear, characterized in that in addition to the kit in the upper sector, a set of fragments is installed on the lower sector, which are capable of switching the kit into position of increased aerodynamic quality by creating a screen effect. 11. Aircraft, consisting of a propeller block at the front end of the fuselage, having a cabin, passenger compartment or cargo compartment, fuel system and landing gear, characterized in that an on-board computer monitor screen is installed on its dashboard, the processor of which has a set of selection programs in the instrument compartment transportation flights with calculation of flight modes and taking into account weather conditions required for the flight of fuel and its consumption in flight. 12. An aircraft consisting of a propeller block at the front end of the fuselage having a cabin, passenger compartment or cargo compartment, fuel system and landing gear, characterized in that in addition to the rudder (8.9) mounted on an axis in the vertical plane of symmetry of the rear end the fuselage, or to the rudder (21.22) on the axes of the rear end of the sidewalls, it is equipped with a front rudder (19.20) behind the cockpit (23) on the keel of the front fragment (3) of the upper sector. 13. Aircraft according to claim 12, characterized in that each rudder on the axis in the vertical plane of symmetry of the rear end of the fuselage and on the front keel and pitch wheel are made of two panels (5, 6) and (19, 20) or (21, 22), each with the possibility of simultaneous rejection of both panels in different directions or only one of them in their direction. 14. An airliner containing a fuselage with a power plant, a cabin, a passenger compartment or a cargo compartment, air conditioning, control, fuel and chassis systems, characterized in that the power plant includes an engine selected from the group of a turboprop, a turbojet dual-circuit or turbojet engine, each of which has a reversing device and from which pipelines (24) for supplying air from the compressor, the inlet guide apparatus or from the secondary circuit to the slotted holes are installed on the fuselage limiters (28) on the leading edge of the bearing fragments and lines for ejecting this air with air intakes (31) on the trailing edge of the fragment in the engine nozzle, as well as air supply lines from the engine to the slots (27) of the jet rudder on the keel with the rudder (8, 9) . 15. The aircraft according to claim 14, characterized in that the gas turbine engine installed inside the rear of the fuselage is connected by an air duct to the air intake on the upper sector of the fuselage behind the trailing edge of the last fragment, for example, the fourth, made with an inlet (33) in shape and size corresponding to a sector or rectilinear fragment in front of it, and the first edge (3), which is farthest from the engine air intake, is provided with a front-edge distributor (28) and a blocking air intake (31). 16. The aircraft according to 14, characterized in that the ends of the console fragments are connected by rods or flexible connections of its ends with the power set of the fuselage or the corresponding ends of the fragments of the upper and / or lower sector. 17. An airliner comprising a fuselage from a power pack with skin on it, with a cabin, passenger compartment or cargo compartment, a control system, a fuel system and a landing gear, characterized in that a jet engine nacelle is installed on the upper sector of the rear end of the fuselage, the input guide of which connected to the air intake by extenders (33), has the shape of the trailing edge of a sector or rectilinear bearing fragment (34) located in front of it, and the blowing air supply and ejection lines (25) are connected to vigatelem at least the most remote from the entrance to the engine inlet fragments kit - first and second. 18. An airplane containing a fuselage from a power pack with skin on it, with a cabin, passenger compartment or cargo compartment, a control system, fuel system and landing gear, characterized in that in addition to the engine in the gondola of the upper sector with fragments on it and on each side the fuselage sector has a set of cantilever fragments and a pylon behind it for a jet engine; an air intake (33) with a slot entrance length equal to the length of the side fragments with a circular increase in height is fixed on the nacelle of each of the jet engines uniform gap and provided aerolet highways (24,25) for supplying air to the blower remote from nacelle fragments with its ejection nozzle of the engine. 19. Aircraft according to claim 18, characterized in that the nacelles on the side pylons of the tail are equipped with consoles with slotted extensions (33) of the air intake inlet, with the number and location, respectively, of the number of sets of cantilever fragments (15) on the side sectors, and highways (24, 25) supplying air for blowing and ejecting it into the nozzle, while fragments of these cantilever sets that are remote from the nacelles are connected to the engine - the first. 20. Aircraft according to claim 18, characterized in that individual fragments of one set, for example, through one, or all fragments of the set, are provided with air supply lines (24, 25) for supplying air from the engine to the leading edges and ejecting it with air intakes from the trailing edges to the engine nozzle with the possibility of regulating the lifting force of fragments of this set, for example, console sets of the fuselage. 21. Aircraft containing a control system and a landing gear, characterized in that the power plant, fuselage, fragment and / or a set of them are configured to operate on compressed natural gas, for which the power plant, fuel system is adapted or upgraded to compressed natural gas, the fuselage (2) equipped with a sealed compartment for installing at least one cylinder of compressed natural gas or the cavity of at least one wing fragment or a set of fragments, mainly the lower one, is made with a compressed charging container rirodnym gas and equipment for reducing its burning in a power plant. 22. An airliner containing a fuselage, a control system and a landing gear, characterized in that the fuel system is equipped with a water evaporator, followed by a dosage of water vapor for laser irradiation in the irradiation chamber to produce a hydrogen and oxygen charge in the stoichiometric composition of the hydrocarbon fuel mixture in the piston engine cylinders or necessary for stable combustion of a mixture of hydrogen and oxygen in the combustion chamber of a reactive power plant. 23. A set of fragments of the wing of an aerolet, each of which contains bearing or control surfaces and means for installing it on the fuselage, characterized in that the axes of each fragment (3, 34) of the upper sector are at least mounted on the fuselage in a vertical plane passing through the fuselage axis, and the cantilever fragments (15) are located in horizontal planes in pairs on the left and right lateral sectors of the fuselage, the number of fragments of a monocomplete airlift is determined from the condition that the total area of the bearing surface is equal fragments kit area airfoil aerodynamic wing, wherein the area of the fragments is determined aerodynamic calculation of mathematical modeling of the aircraft flying speed with the air stream flow around the fragments from the screw or from the compressor with its ejection into the gas flow nozzles with their respective speeds. 24. The kit according to item 23, wherein the gap between adjacent surfaces of the fragments and the outer surface of the fuselage is made variable in size — it increases or decreases for each next fragment in proportion to the order in which it is placed in the kit, and the fragments are fixed to the fuselage with constant or variable overlap the posterior end of the previous fragment of the kit, the front end of the next fragment in the kit. 25. A fragment of the wing of an aerolet containing a power set of a spar and stringer connected to the ribs and skin on them, forming the surface around the fragment air flow, characterized in that the spar and stringer has a length corresponding to the cross-section of the air flow at the location of the fragment on the fuselage , at the ends of each of them, bends (7) are made for stationary attachment of a fragment to the fuselage or having openings for installing articulated links on them with a drive for moving the fragment to the angle at and corresponding to the phase of flight. 26. Fragment of the wing of an aerolet according to claim 25, characterized in that the hinged connections of its mounting on the fuselage with high pressure hoses for supplying air to the fragment from the engine and its ejection into the nozzle are located in the vertical plane of symmetry of the fuselage and fragment. 27. A fragment of the wing of an aerolet according to claim 25, characterized in that it is equipped with telescopic inserts with a mechanism for simultaneously pulling them out of the cavity of the fragment in opposite directions and cleaning inside the fragment. 28. An aerolet fuselage containing a power frame made of spars connected to stringers and secured to them with a sheathing with transverse elements, a pilot's cabin, a passenger cabin or a cargo compartment with passenger seats or means of moving goods and securing them in the compartment, characterized in that the frames and / or stringers are equipped with means for attaching wing fragments to the fuselage — holes for bolting. 29. The fuselage according to claim 28, characterized in that at least its lower sector is flat. 30. The fuselage according to p. 28, characterized in that its power frame has installation sites for mounting cantilevered fragments (15) of the side sectors made removable, folding and / or inflatable. 31. Reversible device of the aero-jet engine, comprising a pair of flaps pivotally mounted in the body of the casement, closing the casement windows with grilles of vanes guiding the gas flow, a two-cavity spacer, a reverse control system with a reverse gear and a spool, power cylinders, locks for locking the wings in the idle and working position dividing the gas stream into two parts for braking (arranged at 90 °) or into three parts for hovering, for which each leaf is shifted to an angle that ensures straightness thrust from the nozzle and the reverse total thrust of flows from the reverse windows, characterized in that the leaf supports are located in a vertical plane passing through the engine axis, the windows with gratings are located on the side, and the power cylinders with supports are located on the upper and lower sectors of the device housing, respectively , the blades of the gratings are made with curvature, facilitating the movement of the flow from the windows parallel to the surface of the earth. 32. The air intake of the aircraft, with at least one jet engine integrated in the rear of the fuselage, with inputs respectively on the upper or lower sector, characterized in that the entrance of each air channel to the engine is made with at least one pair diametrically opposite located on the consoles of the grooves (33) of variable depth according to the placement of the trailing edge of the trailing fragment (34) of the corresponding set of wing fragments with the corresponding trailing edge geometry. 33. The control system of the aero-plane, containing the control handle pivotally mounted on the base in the cockpit (crew), with control pedals on the lower end and a handle on the upper, with buttons for landing gear release and landing shield, connected by cable-and-wheel links with rocking wheels with a steering wheel (5, 6) pitch and rudder pedals (8, 9, 21, 22), characterized in that the handle of the handle has buttons for switching the electric drive, at least part of the fragments to the take-off, flight or landing angle of attack. 34. The control system of the aero-plane, containing a control knob pivotally mounted on the base in the cockpit (crew) with control pedals at the lower end and on the upper handle, which has landing and cleaning buttons for landing gear and landing shield, connected by cable-and-wheel links to the rocker handles with the steering wheel pitch (5, 6) and pedals with rudder (8, 9, 21, 22), characterized in that on the handle of the handle there is a button for switching the electric drive of at least the lower set of fragments to the position of screening of the lifting force by moving Telescopic inserts in the opposite direction at the same time. 35. The method of creating the lift force of an aerolet, by which the energy of the fuel is converted into engine operation and into the movement of the aerolet with the interaction of the bearing surfaces with the air medium, characterized in that they provide the beginning of the interaction of the air flow generated by the engine with the fragments of the wing, regardless of the horizontal movement of the aerolet through sequential interaction air flow from the propeller with fragments located in this flow for piston aerosols, and for jet aerosols provide about the flow of at least one wing fragment taken from the engine by air and ejected after each trailing edge of the fragments or the last wing fragment into the jet engine nozzle with separation of the jet stream for vertical movement to the central forward thrust flow and two side ones in total equal to the central and opposite directed to him, located parallel to the earth’s surface, and the speed of the piston aerolet is limited on take-off or reduced on landing, turning on the aerodynamic rudders position and / or pitch to the braking position. 36. The method of flight of an aerolet, including the creation of a controlled air flow, horizontal flight at a predetermined level with the regulation of the flight speed before hovering at any point and time of flight, planning for landing, characterized in that the flight begins with the separation of the loaded aerolet from the parking surface, passing into simultaneously gaining flight speed and altitude to a given level or safe altitude by sequentially or simultaneously increasing the angle of attack, at least in part of a set of wing fragments with increasing speed of the screw (engine), at a safe height, the fragments are switched to the flight angle of attack, the engine speed is reduced, and after completing the flight mission and returning to the take-off place, planning is performed to the leveling level at which at least part of the fragments are switched to landing angle of attack, rudders (5, 6, 8, 9, 21, 22) into braking mode and, if necessary, engine revolutions (propeller) reduce horizontal speed until it hangs above the touch point in the parking lot, and then gradually decreases the number of revolutions An aerolet lands on the engine, while on takeoff, in flight on a train and landing, the aerolet is oriented in space by the rudders (19, 20, 21, 22) and pitch (5, 6, 17, 18). 37. Aircraft flight method, including the creation of a controlled air flow, horizontal flight at a given level with speed control until hovering at any point and time of flight, planning for landing, characterized in that for landing flight, at least one set of fragments switch to a position that creates a screen effect. 38. The method of controlling an in-flight flight with at least one reactive power plant and taking part of the air stream from it to supply it to the control surface, with controlling the direction of flight by deflecting the control surface or the reaction of the jet wheel, characterized in that the control moment stabilizing the roll position of the aerolet is ensured automatically by a system of forces acting on it in the axial vertical plane and by the arrangement of points of application of the total lifting force of the comp of fragments above the point of application of the weight (center of gravity) determined by centering, a pitch control moment is created by changing the speed of flow around the air supplied from the engine to the fragments that are the last in the set - the first fragment (3) or the last (4), thereby changing the lifting the strength of the corresponding fragment. 39. The control method according to claim 38, characterized in that the control moment for translating the aerolet into cabling is created by decreasing the lift on the last fragment (4, 34) by disabling or decreasing the degree of ejection of the air blowing it, and for planning they turn off or reduce the degree ejection blowing the first fragment of the kit. 40. The control method according to claim 38, characterized in that the control moment of the cabling is created by simultaneously reducing the blowing speed of at least the last fragment (34) of the kit and the degree of ejection of the blowing air or its quantity. 41. The control method according to claim 38, characterized in that the control moment of the cabling is created by adding the aerodynamic lifting force from the horizontal speed of the aircraft and from blowing it with air supplied from the engine to the front fragment (3) of the kit, and for planning they add up the similar lifting forces to the last fragment (4, 34). 42. The control method according to claim 38, characterized in that for self-stabilization of the roll position of the aero-roll, a pitch control moment is created by changing the flow velocity of the air supplied from the engine to all fragments of at least one set in proportion to the location of the fragments in the set - decreasing the ratio of 0.75 / 0.5 / 0.25 / 0 on the corresponding fragment (4) for translation into planning, and for conversion to cabrio, reducing this speed in the ratio 0 / 0.25 / 0.5 / 0.75. 43. The method of take-off of an aerolet, in which the engine is started on low gas and the effect of air flow on the bearing surfaces, characterized in that after the engine reaches the low gas, the chassis wheels are braked by parking pads or brakes and gradually increase engine speed to a level at which the impact the air flow to the fragments creates a total lifting force exceeding the take-off weight of the aerolet, and after it breaks off the parking surface and rises above the blocks, increase engine speed for simultaneous a significant increase in horizontal speed and gain a given flight altitude. 44. A method of landing an aerolet, according to which planning is performed from a flight level and moving to a parking place, characterized in that the planning is performed to the leveling point, for example, to a safe height at the place of the upcoming stop for loading, unloading or parking, on which the landing dashboard, turn the rudder panels (8, 9) at the same time in opposite directions and reducing the engine speed, reduce the horizontal speed until it hangs above the touch point and then reduce the engine speed to translate a flight in vertical lowering it to the point of contact to a height of 1.5-2 m, at which adding engine speed, provide contact with the surface of the parking lot with a vertical speed of 0.15-0.3 m / s, while in vertical movement the aero-plane is oriented in space relative to household buildings and the equipment located in front of them. 45. A method of landing an aerolet, according to which planning is carried out from a flight level and moving to a parking position, characterized in that the planning is carried out to an alignment point, for example, to a safe height at a place of an upcoming stop for loading, unloading or parking, after alignment, deploy an aerolet against the wind and fly over the touch point by 15-20 m against the wind, gradually reducing the speed of the aero to wind speed and hovering of the aero, then reducing the speed regulate the speed Va <Vb of the drift of the aero to the point Asaniya and reduce the height to touch the surface of the parking lot. 46. A method of operating an aero-thrust reverse gear with at least one reactive power plant, comprising unlocking the flaps for shifting and locking them after shifting, dividing the engine gas stream into two parts when interacting with the reverse grilles for braking, or into three flows for hovering through the interaction of two of them with the blades of the gratings and changing the direction of each of them, blocking the inclusion of reverse with the selection of air from the engine to blow the bearing surfaces with its ejection into the nozzle for after blowing, characterized in that for emergency termination of the flight in the event of an emergency or the completion of the regular flight, turn the thrust reverse into braking mode simultaneously with air intake from the engine to blow at least one set of wing fragments or combine blowing with air taken from the engine the farthest from the air intake of the engine, at least one wing fragment, at least one set of fragments with blowing the remaining fragments of the set, at least D, one air stream of the air entering the engine and thus changing synchronously the reverse operation to braking mode by hovering mode rudder flaps in a reversing position separating the gas stream into three streams. 47. The method according to p. 46, characterized in that the transfer of the wings from the braking position (the angle of rotation of the wings by 90 °) without locking them to the braking position is carried out automatically in the hover mode, for example, in proportion to the decrease in horizontal speed with the sash being locked in the hover position.

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