1. A beautiful wooden coat of arms hangs in the museum foyer. 
2. In the first hall there is a bust of Pavel Osipovich Sukhoi. 
3. The museum’s exposition is quite concise and not overloaded with unnecessary information. 
4. Genealogy of all aircraft created under the leadership of Sukhoi (click on the picture to enlarge). 
5. Chinese gift. 
6. Our guide Pavel Plunsky. 
7. Development of the OKB territory. It all started with an old hangar built before 1929. 
8. Here is a model of this hangar, it has survived to this day. 
9. Enterprise managers. 
10. The first production fighters - I-4 (1927) and I-14 (1933) 
11. Experienced two-seat cannon fighter DIP (1935) 
12. Long-range bomber DB-2 (1936) 
13. On the modified version of this aircraft - “Rodina” - the female crew of V.S. Grizodubova made a non-stop flight from Moscow to the Far East. 
14. Su-2 bomber prototype (1940) 
15. Experienced armored attack aircraft Su-6 (1943) 
16. Experimental fighters Su-5 and Su-7 (1944) 
17. In the pre-war years and the first years of the Great Patriotic War, the Sukhoi team ensured the serial production of Su-2 aircraft. A total of 893 copies were produced and they fought successfully on the fronts. 
18. After the war, the era of jet aviation began. 
19. Experienced reconnaissance spotter Su-12 (1947) and jet bomber Su-10 (1947) 
20. From the Su-10, transferred to MAI in 1948 as teaching aid, only the steering column with pedals remained. 
21. In 1949, the Sukhoi Design Bureau was liquidated, but was restored in 1953. 
22. In 1955, the Su-7 jet fighter took to the skies. 
23. Ski landing gear from the S-26 aircraft - an experimental modification of the Su-7. 
24. All-weather interceptor fighter Su-9 and its prototype T-3. Nearby is the Su-15 interceptor fighter, which for a long time formed the basis of the USSR air defense. 
25. Su-17 - the first Soviet aircraft with a variable sweep wing. 
26. Assembly of the Su-17 at the factory. 
27. A half-disassembled Su-15 - this is all the photo on the museum stands. 
28. The most important milestone in the history of the design bureau was the creation of the armored attack aircraft Su-25. 
29. Model of one of its modern modifications. 
30. The fuel tanks of the Su-25 were filled with foam rubber, which protected against the explosion of fuel vapors. 
31. A fragment of armor that has passed testing. 
32. In 1969, the OKB began developing a fourth generation fighter. Here is the first purge model for TsAGI. 
33. Compare with what you got in the end. 
34. Helmet of the Su-27 pilot. 
35. Su-27 without paint - record-breaking P-42 aircraft. 
36. Personal belongings of design bureau test pilots. 
37. Test suit. 
38. Su-33 - a ship-based version of the Su-27 aircraft. 
39. Latest development Sukhoi Design Bureau - multirole fighter-bomber Su-34. 
40. But not only military aircraft and the passenger SSJ-100 were developed in this design bureau. 
41. To the light agricultural aircraft Su-38, which did not go into production. 
42. S-82 - army version of the experienced Su-80. 
43. But the most amazing machine created at the Sukhoi Design Bureau is, without a doubt, the T-4 strike and reconnaissance complex, or “Project 100”. For the first time in aircraft manufacturing practice, the following were introduced: a welded airframe made of titanium and high-strength steels, a fly-by-wire control system, a high-temperature, multi-redundant ultra-high-pressure hydraulic system, automatic thrust, an adjustable mixed-compression air intake, internal weapon compartments and many other original devices and technological solutions. 
44. As you know, in 1974 the “weaving” project was closed, the only flying copy of the machine ended up in Monino. 
45. And in the OKB museum you can see the Falcon aviation spacesuit, developed at the Zvezda Research and Production Enterprise. 
46. It was designed to control high-altitude aircraft complexes with a long flight range. 
47. T-4 pilots were also supposed to fly in this outfit. 
48.
49.
50. If “weaving” is known to almost all aviation enthusiasts, few people know that passenger supersonic aircraft were also designed on its basis. The SPS T-4 cabin was designed for 64 passengers. 
For the invitation to the excursion, I thank the employees of the Design Bureau named after. Sukhoi and Evgeny Lebedev.
The company ensures implementation full cycle works in the aircraft industry - from design to effective after-sales service. Holding products - combat aircraft brand "Su".
Contact persons
Slyusar Yuri Borisovich - Chairman of the Board of Directors
Ozar Igor Yakovlevich - General Director
Projects
Fifth generation program - The main program in this area is the project to create a promising aviation complex front-line aviation
- Su-34 - By order of the Russian Ministry of Defense, serial production of the modern multifunctional fighter-bomber Su-34 is underway
- Modernization of the Su-24M - Program to create a modernized front-line bomber Su-24M2 with the aim of modernizing aircraft in service with the Russian Air Force
- Modernization of the Su-27SM and Su-27UB - The program is aimed at deep modernization of aircraft in service with the Russian Air Force, with the aim of creating a fighter with significantly increased combat effectiveness and new characteristics in aerodynamics, avionics, control systems and other systems
- Modernization of the Su-25SM - The main direction of the Su-25SM modernization is to increase the accuracy characteristics and modes of application of ASP
- Su-35S - At the request of the Russian Air Force, a program is being implemented to create a deeply modernized super-maneuverable multirole fighter of the 4++ generation
- Sukhoi civil programs - Subsidiary PJSC "Sukhoi Company" - JSC "Sukhoi Civil Aircraft" in broad international cooperation is implementing a program to create a family of regional passenger aircraft Sukhoi Superjet 100
Historical information:
The history of the Sukhoi OKB begins with brigade No. 4 AGOS TsAGI, which in October 1930. headed by P.O. Dry. It is from this moment that the formation of the design team of the future OKB begins.
Over the next nine years, this team created: experienced fighters- I-3, I-14, DIP;
- a record-breaking RD aircraft, on which the crews of V.P. Chkalov and M.M. Gromov made a number of outstanding flights, and the crew of M.M. Gromova set an absolute world record for straight flight distance - 10,148 km, covering this distance in 62 hours 17 minutes;
- long-range bomber DB-2, on a modified version of this aircraft - "Rodina" female crew V.S. Grizodubova made a non-stop flight from Moscow to the Far East;
- multi-purpose aircraft BB-1 (since 1940 - Su-2), which was the first of the "Sukhoi family" to be built in a large series (910 aircraft) and in the variants of a short-range bomber and artillery reconnaissance spotter, took an active part in the Great Patriotic War Patriotic War.
To introduce the BB-1 into series, by government decree of July 29, 1939, P.O. Sukhoi is appointed Chief Designer. He, together with the OKB team, which received independent status, is transferred to serial aircraft factory No. 135 in Kharkov.
Further activities of the team are aimed at creating: modifications of the Su-2 aircraft;
- an experienced armored attack aircraft Su-6 in single and double versions, for which in 1943, P.O. Sukhoi was awarded the Stalin Prize, 1st degree;
- experienced cannon fighter Su-1 (Su-3);
- an experienced long-range two-seat armored attack aircraft Su-8;
- experimental fighters Su-5 and Su-7 with combined power plants.
Since 1945, the OKB has been developing and building:
Jet fighters Su-9, Su-11, Su-15, Su-17 (the first with these names);
- Su-10 jet bomber;
- twin-engine piston reconnaissance spotter Su-12.
On the basis of the Tu-2 bomber, the UTB-2 training bomber is being created and put into serial production; in addition, the design of passenger and airborne cargo aircraft, the Su-14 jet attack aircraft and a number of other aircraft are underway.
Over the five post-war years, the design bureau, for the first time in domestic practice, created and implemented: a booster aircraft control system;
- braking landing parachute;
- ejection seat with telescopic trolley;
- detachable nose fuselage with pressurized cabin.
E.A. Ivanov In November 1949, by decision of the government, the OKB was liquidated and restored again only in May 1953, but on a new production base. The “rebirth” of the OKB coincided with the advent of supersonic jet aviation. Therefore, the main directions in the work of the design team at the initial stage were supersonic fighters S-1 and T-3. On the basis of the S-1, a family of fighter-bombers Su-7, Su-17 and more than 20 of their modifications is being created, and the Su-17 became the first aircraft in the USSR with a variable sweep wing. The experimental T-3 served as the basis for the first domestic aircraft missile complex interception of Su-9-51 targets and the later Su-11-8M and Su-15-98(M) systems. In the 60s, the list of equipment developed at the Design Bureau expanded. Since 1962, work has been underway to create the T-4 long-range strike and reconnaissance complex; the first flight of the prototype took place on August 22, 1972. For the first time in our country, this aircraft was equipped with a fly-by-wire control system and automatic thrust control, and the airframe was welded from titanium and high-strength steel.
In 1969, the Su-24 front-line bomber with a variable sweep wing took off, the first domestic all-weather attack aircraft. The Su-24 was mass-produced and had several modifications. Currently in service with the Russian Air Force and a number of other countries.
In 1975, the armored attack aircraft Su-25, designed to destroy targets on the battlefield, made its first flight. The Su-25 is the first domestic serial jet attack aircraft, has several modifications and currently forms the basis of the Russian army aviation.
In 1969, the OKB began developing a fourth-generation fighter, and in 1977, the prototype of the Su-27 fighter made its first flight. In subsequent years, on the basis of the Su-27, the following were created: Su-27UB, Su-30, Su-32, Su-33.
M.P. Simonov To implement developments in design solutions, develop new materials and technological processes, the Su-47 experimental aircraft is being created (first flight in 1997).
The experience in creating aviation equipment, accumulated by the OKB team over many decades, made it possible to create a family of sports aerobatic aircraft Su-26, Su-29, Su-31. Performing on these machines, the USSR and Russian national aerobatics team won 156 gold medals and a total of 330 medals at the World and European Championships.
In the early 90s, the OKB began work on civil topics; In 2001, the Su-80GP cargo and passenger aircraft and the Su-38L agricultural aircraft made their first flights.
Currently, Sukhoi Civil Aircraft JSC is developing the Sukhoi Superjet 100 family of regional aircraft.
IN different years the team was headed by P.O. Sukhoi, E.A. Ivanov, M.P. Simonov, from 1999 to July 30, 2007, the General Director was M.A. Poghosyan. On July 31, 2007, Igor Yakovlevich Ozar, who until that time held the position of deputy, was appointed Executive Director of JSC Sukhoi Design Bureau General Director in Economics and Finance - financial director JSC "Sukhoi Design Bureau"
On June 30, 2011, the Board of Directors of OJSC Sukhoi Company appointed I.Ya. Ozar as General Director of OJSC Sukhoi Company.
From January 1, 2015, Mikhail Yuryevich Strelets became Deputy General Director - Director of the Sukhoi Design Bureau branch of OJSC Sukhoi Company.
Over many decades, the OKB team has created about 100 types of aircraft and their modifications, of which more than 60 types were mass-produced, and the total number of mass-produced aircraft exceeds 10,000 copies. Over 2,000 aircraft have been delivered to 30 countries. More than 50 world records have been set on Su aircraft.
JSC Sukhoi Company completed all stages of reorganization in the form of the merger of three subsidiaries - JSC Sukhoi Design Bureau, JSC KnAAPO named after Yu.A. Gagarin and JSC NAPO named after V.P. Chkalov and received notice of termination from January 1, 2013, the activities of the listed companies as independent legal entities. Into the structure of a single legal entity now included as branches - Novosibirsk Aviation Plant named after. V.P. Chkalov, Komsomolsk-on-Amur Aviation Plant named after. Yu.A. Gagarin, Sukhoi Design Bureau, as well as company representative offices in the Republic of India, Vietnam and China.
Other:
PJSC Sukhoi Company is a leading aircraft manufacturing holding in Russia, which produces about a quarter of the products of the Russian aviation industry. The holding is one of the top three world exporters of modern combat fighters.
The history of the Sukhoi Design Bureau dates back to the 30s of the twentieth century, when a design team was formed under the leadership of Pavel Osipovich Sukhoi. In 1939, a bureau was organized, in which for 65 years, projects of first-class aircraft have been created, bringing world fame to domestic aviation.
The leadership of the Sukhoi Company in the field of designing aircraft for various purposes has been largely achieved through many years of experience in conducting research and development work in various areas.
The holding includes leading Russian design bureaus and serial aircraft manufacturing plants. The company provides a full cycle of work in the aircraft industry - from design to effective after-sales service.
Participation in associations
Public joint-stock company "United Aircraft Corporation" (PJSC "UAC") was created in accordance with the decree of the President of the Russian Federation of February 20, 2006 No. 140 "On the open joint-stock company "United Aircraft Corporation". Registration of the Corporation as a legal entity took place on November 20, 2006 . The society was founded Russian Federation by entering into it authorized capital state blocks of shares aviation enterprises(according to Appendix 1 to Decree of the President of the Russian Federation No. 140 dated February 20, 2006), as well as private shareholders of OJSC Irkut Corporation. The priority areas of activity of PJSC UAC and the companies included in the Corporation are: development, production, sales, maintenance of operation, warranty and service maintenance, modernization, repair and disposal of civil and military aircraft.
Enterprises in the group: 19
Non-profit partnership "Union of Aviation Industry" of Russia (until April 2009 - International Union aviation industry) is an industry industrial association that promotes the development of the aircraft industry, improving social and legal status enterprises in the industry, providing legal and methodological assistance, protecting the corporate interests of the aviation industry at all levels of legislative and executive power, as well as in relevant international organizations. SAP was created in 2002 on the initiative of the leading aviation industrial enterprises of Russia with the support of Rosaviakosmos and the Interstate Aviation Committee and unites more than 80 leading aircraft manufacturing, engine building, instrument and aggregate manufacturing enterprises, repair plants, design bureaus, research institutes, insurance companies and banks, associations, funds, joint stock companies related to the aviation industry. The enterprises that are part of the Union produced more than 70% of the total volume of products in the aircraft manufacturing industry in 2011.
Enterprises in the group: 60
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The invention relates to aviation, namely to air intakes for power plants of supersonic aircraft. The supersonic adjustable air intake contains an inlet, which is a flow braking system - a supersonic diffuser (22), consisting of two multi-stage arrow-shaped braking wedges (7) and (20), forming a dihedral angle, a shell, also forming a dihedral angle, with all the edges of the inlet lying in one plane, the air intake throat located behind the braking system, and behind it a subsonic diffuser (23). When viewed from the front, the air intake inlet has the shape of a rectangle or parallelogram. The number of steps on the swept wedges (7) and (20) may not match, and their sweep may not coincide with each other and the corresponding entrance edges. All stages, except the first, of one of the two multi-stage arrow-shaped wedges (7) and (20) are designed to rotate around an axis located at the intersection of the first and second stages of the said wedge, forming a movable front panel (11). The subsonic diffuser has a movable rear panel (12). Stable engine operation is ensured in all flight modes up to Mach number M=3.0. 7 salary f-ly, 5 ill.
Drawings for RF patent 2472956
The invention relates to aviation technology, namely to air intakes for power plants of supersonic aircraft. The primary area of application of the invention is aircraft with turbofan engines with a maximum Mach number of no more than 3.
The creation of an aircraft that is inconspicuous in the radar range implies that the shape of all its elements helps to reduce the level of the effective scattering area (ESR) of the aircraft. This also applies to the shape of the engine air intake inlet. To achieve desired result all edges of the air intake must be swept and be parallel to any elements of the aircraft (edges of the wing, tail, etc.). Creating such a supersonic air intake for Mach number M>2.0, with high internal characteristics, is a non-trivial task.
A supersonic adjustable flat (two-dimensional) air intake is known, the flow in which is decelerated by an adjustable multi-stage straight wedge in a series of oblique shock waves. To improve the characteristics of the air intake, perforation can be made on the wedge, and in the throat area - a transverse slot for draining the boundary layer (Remeev N.Kh. Aerodynamics of air intakes of supersonic aircraft. Publishing house TsAGI, Zhukovsky, 2002, 178 p.).
Analogues include the supersonic air intake of the F-22 aircraft, which implements a spatial compression scheme for supersonic flow (Aerodynamics, stability and controllability of supersonic aircraft, edited by G.S. Byushgens. - M.: Nauka. Fizmatlit, 1998). To reduce the radar signature of the F-22 aircraft, the air intake is designed to sweep all the entrance edges. In the front view, the entrance to the air intake has the shape of a parallelogram. The air intake has one braking stage each on perforated vertical and horizontal wedges, and air bypass flaps in the channel. The air intake duct is S-shaped. There is no possibility of adjusting the area of the minimum flow section (throat). Disadvantages include the lack of regulation of the air intake throat of the F-22 aircraft. For this reason, its performance in supersonic flight conditions is below the level characteristic of adjustable air intakes ( System analysis technical appearance of the F/A-22 Raptor aircraft, report of FSUE GosNIIAS No. 68 (15396), 2005). Apparently, the air intake is not designed for flight with a Mach number of more than M = 2.0 (Aerodynamics, stability and controllability of supersonic aircraft, edited by G.S. Byushgens. - M.: Nauka. Fizmatlit, 1998).
As a prototype of the invention, an air intake is taken containing an entrance to the air intake, which is a flow braking system - a supersonic diffuser consisting of two multi-stage swept braking wedges forming a dihedral angle, a shell also forming a dihedral angle, with all the edges of the inlet lying in the same plane, the air intake throat located behind the braking system, and behind it there is a subsonic diffuser (RU 2343297 C1). The prototype implements spatial deceleration of the flow through the use of a V-shaped wedge (i.e., two adjacent arrow-shaped wedges oriented to each other at an obtuse angle in the front view) and control of the throat area using two pairs of adjustable panels. The air intake is made to sweep all the edges of the inlet. When adjusting each pair of panels, transverse gaps appear between their adjacent end sides, and longitudinal gaps appear between their sides, both at the joints with the side walls and at the joints with each other. The slots serve to reduce the adverse effect of the boundary layer on the characteristics of the air intake, incl. boundary layer growing along a dihedral angle. This technical solution has the following disadvantages:
Air intake regulation does not provide required area throat at subsonic and low supersonic flight speeds, because the amplitude of movement of the movable panels is small. Otherwise, the mentioned gaps of unacceptable sizes appear. This means that the air intake does not ensure operation of the turbofan engine over the entire operating speed range and is not multi-mode,
Technically complex implementation of air intake control.
The technical result to which the invention is aimed is to provide, by adjusting the opening angle of the steps, one of the arrow-shaped wedges and minimum area flow area of the air intake for stable operation of the engine in all flight modes up to the Mach number M = 3.0 with the recovery coefficient of the total pressure at the engine inlet at a level not lower than the typical level for adjustable flat air intakes and the total flow heterogeneity below the maximum permissible value (Aerodynamics, stability and controllability of supersonic aircraft aircraft, edited by G.S. Byushgens - M.: Fizmatlit, 1998). At the same time, due to the parallelogram shape of the air intake inlet in the front view and giving all its edges a sweep, a reduction in the radar signature of the object on which it is installed should be achieved. The greatest effect of reducing radar signature will be achieved when the edges of the air intake are parallel to some elements of the object (the leading or trailing edges of the wing, tail, etc.).
The specified technical result is achieved by the fact that in a supersonic adjustable air intake containing an entrance to the air intake, which is a flow braking system - a supersonic diffuser consisting of two multi-stage swept braking wedges forming a dihedral angle, a shell also forming a dihedral angle, and all the edges of the inlet lie in the same plane, the air intake throat located behind the braking system, and behind it is a subsonic diffuser; when viewed from the front, the air intake inlet has the shape of a rectangle or parallelogram with an arbitrary ratio of its height and the length of the corresponding side, the number of steps on the swept wedges may not coincide, but Also, their sweep shape may not coincide with each other and the corresponding edges of the entrance; all stages, except the first, of one of the two multi-stage swept wedges are made with the possibility of rotation around an axis located at the intersection of the first and second stages of the said wedge, with the formation of a movable front panel, with In this case, in the subsonic diffuser there is a reciprocal movable rear panel, which is part of the subsonic diffuser, and is designed to rotate around an axis located in the area of the rear end of this panel, and with synchronous rotation of the front and rear panels, a transverse gap is formed between them, the shape of which is close to rectangular .
Behind the oblique shock waves from the braking wedges, air bypass can be organized into the external flow in the region of the dihedral angle formed by the shell.
On a fixed swept wedge in the throat area, it is possible to place an additional transverse slot, closed by a rotating flap.
When viewed from the front, it is possible to round or trim the corners of the air intake inlet, except for the angle formed by the swept wedges.
A subsonic diffuser may have holes closed by make-up flaps.
A cutout can be made in the edge of the air intake inlet in the area of the dihedral angle formed by the shell.
Holes of arbitrary shape can be made in the shell. The braking wedges can be perforated.
The invention is illustrated by drawings, where figure 1 shows a supersonic adjustable air intake viewed from below; figure 2 - supersonic adjustable air intake - side view; figure 3 - supersonic adjustable air intake - front view; in figure 4 - section А-А figure 1; Fig. 5 is a diagram of flow deceleration in a supersonic adjustable air intake at the design flight mode.
The supersonic adjustable air intake contains the following elements:
1 - edge of the braking wedge containing the front adjustable panel,
2 - edge of the fixed braking wedge,
3, 4 - edges of the shell,
5 - air intake channel,
6 - cylindrical section,
7 - braking wedge containing a front adjustable panel,
8 - air supply flaps,
9 - rotation axis of the front adjustable panel 11,
10 - rotation axis of the rear adjustable panel 12,
11 - front adjustable panel in the maximum throat position (the minimum throat position is shown with a dotted line),
12 - rear adjustable panel in the maximum throat position (the minimum throat position is shown with a dotted line),
13 - transverse gap between the front and rear adjustable panels for draining the boundary layer,
14 - break line between the first and second stages of the braking wedge 7, containing a front adjustable panel,
15 - break line between the first and second stages of the fixed braking wedge,
16 - break line between the second and third stages of the braking wedge 7, containing a front adjustable panel,
17 - trimming the dihedral angle formed by the shell,
18 - rounding of the entrance at the junction of the braking wedge 7, containing the front adjustable panel, and the shell,
19 - trimming the dihedral angle formed by the fixed braking wedge 20 and the shell,
20 - fixed braking wedge 20,
21 - flap that regulates the additional transverse slot in the throat area on the fixed braking wedge 20,
22 - supersonic diffuser (braking system),
23 - subsonic diffuser,
24 - oblique shock wave from the first stages of swept wedges 7 and 20,
25 - oblique shock wave from the second stages of swept wedges 7 and 20,
26 - oblique shock wave from the third stages of swept wedges 7 and 20,
27 - closing direct shock wave,
28 - bypass area behind oblique and direct shock waves to increase the range of air flow through the air intake, in which its stable operation is ensured.
The shape of the air intake inlet when viewed from the front is a parallelogram or its special case - a rectangle with an arbitrary ratio of its height and the length of the corresponding side. At the air intake inlet there may be undercuts 17 and 19 or rounding of corners 18, except for the angle formed by arrow-shaped wedges 7 and 20. The edges of the air intake inlet lie in a plane oriented to the direction of flow at an acute angle. Thus, all entrance edges are swept.
The supersonic diffuser 22 is a flow braking system consisting of a pair of arrow-shaped wedges 7 and 20, forming a dihedral angle and a shell (3, 4 are the edges of the shell). Arrow-shaped wedges 7 and 20 have at least one step, and the number of steps on these wedges may not be the same. As an example, Figs. 1, 2, 3, 4 show an air intake, which has three stages on one swept wedge, and two on the second. The fractures of the corresponding steps of the swept wedges 14, 15, 16 intersect at a point lying on the line of intersection of the surfaces of the corresponding steps of the wedges 7 and 20, forming a dihedral angle. The sweep angles of the steps on each of the swept wedges 7 and 20 may differ from the sweep angle of the edge of the corresponding wedge, as well as from each other. The opening angles of the stages of swept wedges 7 and 20 are determined when constructing a braking system from the condition of creating a single oblique shock wave of a given intensity from each pair of corresponding wedge stages, i.e. the principles of gas-dynamic design are used (Shchepanovsky V.A., Gutov B.I. Gas-dynamic design of supersonic air intakes. Nauka, Novosibirsk, 1993). The shell, like the arrow-shaped wedges 7 and 20, forms a dihedral angle. A characteristic feature is the orientation of the shell, in which it additionally slows down the flow, i.e. the shell is not oriented along the streamlines behind the shock waves from the swept wedges 7 and 20. The undercut angle of the shell can be variable. In the area of the dihedral angle formed by the shell, it is possible to organize a cutout in the edge of the air intake inlet, and in the shell itself it is possible to place holes of any shape.
The front adjustable panel 11 contains the stages of one of the swept wedges, except for the first, and rotates relative to the axis 9, located at the intersection of the first and second stages of the wedge 7. The rear adjustable panel 12 is part of the subsonic diffuser 23 and rotates around a spatially located axis 10. The axis passes above the rear end of the panel.
When adjusting the air intake, the front 11 and rear 12 adjustable panels, rotating, simultaneously change their position in accordance with a given law, this changes the area of the air intake throat, the opening angle of the movable steps of the swept wedge 7, and it is also possible to form a transverse slot 13 to drain the boundary layer between front and rear adjustable panels. The rotation axis 10 of the rear adjustable panel 12 is oriented in such a way that when adjusted by the panels, the said transverse slot 13 has a shape close to rectangular. On the fixed arrow-shaped wedge 20 in the throat area, it is possible to place an additional transverse slit for draining the boundary layer, closed by the flap 21. On some stages of the arrow-shaped wedges 7 and 20, perforations can be made to suck out the boundary layer that accumulates at these stages in order to prevent it from entering the engine .
These slots and perforations help improve air intake performance at supersonic speeds by preventing highly turbulent boundary layers from entering the engine.
The subsonic diffuser 23 may have air supply flaps 8, which provide access to the external air flow flowing around the air intake into the subsonic diffuser. The replenishment flaps 8 help improve the performance of the air intake at low speeds (take-off modes and flight modes at high angles of attack).
The claimed supersonic adjustable air intake works as follows.
At subsonic flight speeds, the adjustable air intake panels are in the retracted position 11 and 12, providing a throat area at which there are no supersonic flow velocities in channel 5.
At supersonic flight speeds, the efficiency of an aircraft's power plant is related to the efficiency of flow braking in the air intake.
Braking of the supersonic flow in the air intake of the scheme under consideration occurs in shock waves 24, 25, 26, which arise when the flow flows around the swept wedges 7 and 20 of the braking system.
As the flight speed increases to supersonic, the adjustable panels (front 11 and rear 12) synchronously deviate from the position corresponding to subsonic flight. When the front panel 11 deviates, the opening angles of the stages of the wedge 7 increase, which leads to an increase in the intensity of flow deceleration in shock waves from these stages. When the rear panel 12 is deviated, the throat area decreases. Increasing the intensity of flow braking and reducing the throat area has a positive effect on the characteristics of the air intake.
When the design (usually maximum) flight speed is reached in the supersonic diffuser 22, a design flow pattern is implemented (Fig. 5), in which spatial shock waves 24, 25, 26 arise from each pair of corresponding stages of the wedges 7 and 20 forming a dihedral angle. braking - supersonic diffuser 22, corresponding to the design configuration, is designed using the principles of gas-dynamic design (Shchepanovsky V.A., Gutov B.I. Gas-dynamic design of supersonic air intakes. Nauka, Novosibirsk, 1993).
At flight speeds less than the calculated one, the flow pattern in the air intake braking system differs from the calculated one.
The flow is decelerated to subsonic speed in the direct closing shock wave 27, which should be located at the entrance to the air intake behind the oblique shock waves. Finally, the subsonic flow is decelerated in the subsonic diffuser 23 and consumed by the engine.
Stable operation of the air intake in all modes of flight and engine operation is ensured by the presence of an air bypass in the oblique shock waves 28, a boundary layer drain system in the form of perforations on the stages of the wedges 7 and 20 of the braking system and a transverse slot 13 between the front 11 and rear 12 adjustable panels. Draining of the boundary layer is additionally possible through an additional transverse slot, adjustable by the flap 21 and located in the throat area behind the fixed braking wedge 20, containing non-adjustable steps.
The boundary layer drain system also helps improve air intake performance.
To increase the range of stable operation of the air intake when the air flow rate through it changes, a cutout in the edge of the air intake inlet in the area of the dihedral angle formed by the shell and (or) holes in the shell of any shape can be additionally implemented.
Experimental and computational studies of the characteristics of an air intake of this type at various operating modes and free-stream speeds have shown the effectiveness of the proposed design solutions and the fulfillment of the requirements for air intakes.
Providing high internal gas-dynamic characteristics, the air intake configuration simultaneously helps reduce the radar signature of the object on which it is installed. This effect is achieved due to the parallelogram shape of the air intake inlet in the front view and the presence of sweep of all the edges of the inlet. The orientation of the mentioned elements is carried out in such a way that the number of directions in which the radar signal from the object is reflected is minimal.
FORMULA OF THE INVENTION
1. Supersonic adjustable air intake containing an entrance to the air intake, which is a flow braking system - a supersonic diffuser consisting of two multi-stage arrow-shaped braking wedges forming a dihedral angle, a shell also forming a dihedral angle, with all the edges of the inlet lying in the same plane, throat air intake located behind the braking system, and behind it is a subsonic diffuser, characterized in that when viewed from the front, the air intake inlet has the shape of a rectangle or parallelogram with an arbitrary ratio of its height and the length of the corresponding side; the number of steps on the swept wedges may not coincide, and may also their sweep shape does not coincide with each other and the corresponding edges of the entrance, all stages, except the first, of one of the two multi-stage swept wedges are made with the possibility of rotation around an axis located at the intersection of the first and second stages of the said wedge, forming a movable front panel, while in In the subsonic diffuser there is a reciprocal movable rear panel, which is part of the subsonic diffuser and is designed to rotate around an axis located in the area of the rear end of this panel, and with synchronous rotation of the front and rear panels, a transverse gap is formed between them, the shape of which is close to rectangular.
2. The air intake according to claim 1, characterized in that behind the oblique shock waves from the braking wedges, air bypass is organized into the external flow in the region of the dihedral angle formed by the shell.
3. The air intake according to claim 1, characterized in that on the fixed swept wedge in the throat area there is an additional transverse slot closed by a rotating flap.
4. The air intake according to claim 1, characterized in that when viewed from the front, the corners of the air intake inlet are rounded or trimmed, except for the angle formed by the arrow-shaped wedges.
5. The air intake according to claim 1, characterized in that the subsonic diffuser has holes that are closed by make-up flaps.
6. The air intake according to claim 1, characterized in that a cutout is made in the edge of the air intake inlet in the area of the dihedral angle formed by the shell.
7. The air intake according to claim 1, characterized in that holes of arbitrary shape are made in the shell.
8. The air intake according to claim 1, characterized in that the braking wedges are perforated.
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Publications
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Copyright has many terms that are interpreted fully by state law. It is about a certain category of them, and in particular about objects, subjects and their differences, that will be discussed further.
The invention relates to multi-mode aircraft. An aircraft with an integral aerodynamic configuration contains a fuselage (1) with an overflow (2), a wing, consoles (3) of which are smoothly coupled with the fuselage (1), an all-moving horizontal tail (4), an all-moving vertical tail (5). The middle part of the fuselage is flattened and formed longitudinally by a set of aerodynamic profiles. The engines are located in engine nacelles (6), spaced apart from each other horizontally, and the engine axes are oriented at an acute angle to the plane of symmetry in the direction of flight. The influx (2) includes controlled rotary parts (8). The invention is aimed at reducing radar signature, increasing maneuverability at high angles of attack and aerodynamic quality at supersonic ones. 9 salary f-ly, 4 ill.
The invention relates to multi-mode aircraft operated at super- and subsonic flight speeds, in a wide range of flight altitudes. The primary area of application of the invention is multi-mode super-maneuverable aircraft with cruising flight at supersonic speed and a low level of visibility in the radar range.
Creating an aircraft capable of performing tasks in a wide range of altitudes and flight speeds, with super-maneuverability capabilities and, at the same time, having low visibility in the radar wavelength range is a complex technical task.
The aerodynamic configuration of such an aircraft is subject to the requirements of maximizing aerodynamic quality (increasing lift and reducing the drag force) at sub- and supersonic flight speeds, ensuring controllability at ultra-low flight speeds. TO external form The airframe is subject to requirements to reduce radar signature. All listed requirements are contradictory, and creating an aircraft that meets such requirements represents a certain compromise.
An aircraft is known, accepted as the closest analogue, which combines the characteristics of a multi-mode supersonic aircraft with super maneuverability and low radar signature. The known aircraft is made according to a normal balancing scheme with an all-moving horizontal tail, providing control of the aircraft in the longitudinal channel (pitch) in all flight modes. In addition to controlling the aircraft in the longitudinal channel, the all-moving horizontal tail is used to control the aircraft in roll by differential deflection in supersonic flight modes.
The trapezoidal wing has a negative sweep of the trailing edge, which makes it possible to realize high values of chord lengths in the root part to reduce the relative thickness of the wing in this zone at high values of the absolute thickness of the wing. This solution is aimed simultaneously at reducing wave drag at trans- and supersonic flight speeds, as well as increasing the fuel supply in the wing tanks.
The mechanization of the leading edge of the wing is represented by an adaptive rotary sock, used to increase the aerodynamic quality in subsonic cruising flight, to improve the flow around the wing at high angles of attack, as well as to improve maneuvering characteristics.
The mechanization of the trailing edge of the wing is presented:
flapperons used to control lift during takeoff and landing modes, as well as to control the aircraft roll in trans- and supersonic flight modes;
ailerons, used to control the aircraft's roll during takeoff and landing.
Two vertical tail consoles, consisting of fins and rudders, provide stability and controllability in the track channel, and air braking. Control in the directional channel is provided by in-phase deflection of the rudders, and air braking is provided by differential deflection of the rudders. The chord planes of the vertical tail consoles are deviated from the vertical at an acute angle, which makes it possible to reduce the radar signature of the aircraft in the lateral hemisphere.
The engine air intakes are located on the sides of the fuselage. The inlet planes of the air intakes are beveled in two planes, which allows for a stable air flow to the engines at all flight modes, including at high angles of attack.
The aircraft's engines are located in the tail section, close to each other, which, when the air intakes are located on the sides of the fuselage, allows for a curved shape of the air intake channels. This decision used to reduce the radar signature of the engine, and, as a consequence, the aircraft as a whole in the forward hemisphere, thanks to the shielding of engine compressors by the design of the air intake channels. The doors of the “flat” jet engine nozzles, deflected in vertical planes, make it possible to provide control of the thrust vector, which, in turn, makes it possible to realize the ability to control the aircraft in the pitch channel at low flight speeds, and also provides a reserve of diving torque at supercritical angles of attack together with the all-rotating horizontal tail. Such a solution provides the super-maneuverability function (Lockheed Martin F/A-22 Raptor: Stealth Fighter. Jay Miller. 2005).
The disadvantages of the famous aircraft include the following:
Impossibility of control in the roll and yaw channels when flying at low speeds, since the engines are located close to each other, which does not allow creating a torque sufficient for control;
The placement of the engines close to each other makes it impossible to locate cargo compartments in the fuselage;
The curved shape of the air intake channels requires an increase in their length, and, consequently, the weight of the aircraft;
The impossibility of ensuring the aircraft “recovery” from supercritical angles of attack in the event of a failure of the engine jet nozzle control system;
The use of fixed fins with rudders requires an increase in the required area of the vertical tail to ensure directional stability in supersonic flight modes, which leads to an increase in the mass of the tail, and, consequently, of the aircraft as a whole, as well as to an increase in drag.
The technical result to which the invention is aimed is to create an aircraft with low radar signature, super-maneuverability at high angles of attack, high aerodynamic quality at supersonic speeds and, at the same time, maintaining high aerodynamic quality at subsonic modes, the ability to accommodate large cargo in the internal compartments .
The specified technical result is achieved by the fact that in an aircraft with an integral aerodynamic layout, containing a fuselage, a wing, the consoles of which are smoothly coupled with the fuselage, horizontal and vertical tail surfaces, a twin-engine power plant, the fuselage is equipped with a bead located above the entrance to the engine air intakes and includes controlled rotating parts, the middle part of the fuselage is flattened and formed longitudinally by a set of aerodynamic profiles, the engine nacelles are spaced apart horizontally, and the engine axes are oriented at an acute angle to the plane of symmetry aircraft in the direction of flight.
In addition, the vertical tail is all-moving with the possibility of in-phase and differential deflection.
In addition, the all-moving vertical tail is mounted on pylons located on the side tail booms of the fuselage, while on the front part of the pylons there are air intakes for blowing engine compartments and heat exchangers of the air conditioning system.
In addition, the horizontal tail is made all-moving with the possibility of in-phase and differential deflection.
In addition, the jet nozzles of the engines are designed with the possibility of common-mode and differential deflection.
In addition, the engine air intake inlets are located on the sides of the forward fuselage behind the cockpit, with the lower edge of the engine air intake inlets located below the fuselage contours.
In addition, the engine air intake inlets are made beveled in two planes - relative to the vertical longitudinal and transverse planes of the aircraft.
In addition, the planes of the chords of the consoles of the all-moving vertical tail are deviated from the vertical plane at an acute angle.
In addition, the leading edges of the rotating part of the influx, wing consoles and horizontal tail are made parallel to each other.
In addition, the trailing edges of the wing and horizontal tail are made parallel to each other.
The invention is illustrated by drawings, where figure 1 shows an aircraft with an integral aerodynamic configuration - top view; figure 2 - aircraft with an integral aerodynamic configuration - side view; Fig.3 - aircraft with an integral aerodynamic configuration - front view; figure 4 - View A of figure 2.
In the presented drawings the positions are indicated:
1 - fuselage,
2 - fuselage influx,
3 - wing consoles,
4 - consoles of all-moving vertical tail (CPGO),
5 - consoles of all-moving horizontal tail (CPVO),
6 - engine nacelles,
7 - engine air intakes,
8 - controlled rotating parts of the fuselage influx,
9 - rotating wing tips,
10 - ailerons,
11 - flapperons,
12-pylon TsPVO,
13 - air intakes for purging engine compartments and heat exchangers of the air conditioning system,
14 - rotary jet nozzles of engines,
15 - sections of jet rotary nozzles of engines,
16 - axis of rotation of rotary nozzles of engines,
17 - plane of rotation of the rotary nozzles of the engines.
The aircraft with an integral aerodynamic configuration is a monoplane, made according to a normal balancing scheme, and contains a fuselage 1 with an influx 2, a wing, consoles 3 of which are smoothly coupled with the fuselage 1, an all-moving horizontal tail (hereinafter referred to as the CPGO) 4, an all-movable vertical tail unit (hereinafter referred to as the CPVO) ) 5, a twin-engine power plant, the engines of which are located in engine nacelles 6. Engine nacelles 6 are spaced apart horizontally, and the engine axes are oriented at an acute angle to the plane of symmetry in the direction of flight.
The influx 2 of the fuselage 1 is located above the air intakes 7 of the engines and includes controlled rotating parts 8. The rotating parts 8 of the influx 2 are the leading edges of the middle flattened part of the fuselage 1.
The wing consoles 3, smoothly coupled with the fuselage 1, are equipped with mechanization of the leading and trailing edges, including rotary noses 9, ailerons 10 and flappers 11.
TsPGO 4 is installed on the side tail booms of the fuselage 1. TsPVO 5 is installed on pylons 12, mounted on the side tail booms of the fuselage 1. On the front part of the pylons 12 there are air intakes 13 for purging engine compartments and heat exchangers of the air conditioning system. Installation of TsPVO 5 on pylons 12 makes it possible to increase the arm of the TsPVO 5 axis supports, which, in turn, reduces the reaction loads on the power elements of the aircraft airframe frame and, accordingly, reduces weight. The increase in the arm of the supports of TsPVO 5 is due to the fact that the upper support is located inside the pylon 12, which, in fact, made it possible to increase the arm of the supports (the distance between the supports). In addition, the pylons 12 are fairings for the hydraulic drives TsPVO 5 and TsPGO 4, which allows, by moving the hydraulic drives outside the fuselage 1, to increase the volume of the cargo compartments between the engine nacelles 6.
The inlets of the air intakes 7 of the engines are located on the sides of the forward part of the fuselage 1, behind the cockpit, under the rotating parts 8 of the influx 2 and are made beveled in two planes - relative to the vertical longitudinal and transverse planes of the aircraft, while the lower edge of the inlets of the air intakes 7 of the engines is located below the contours of the fuselage 1 .
The engines are equipped with rotating axisymmetric jet nozzles 14, the rotation of which is carried out in planes oriented at an angle to the plane of symmetry of the aircraft. The jet nozzles of the 14 engines are designed with the possibility of in-phase and differential deflection to control the aircraft by deflecting the thrust vector. The orientation diagram of the rotary jet nozzles 14 is shown in Fig. 4, which shows: sections 15 of the rotary jet nozzles 14 engines, the axis of rotation 16 of the rotary jet nozzles 14 engines and the plane 17 of rotation of the rotary jet nozzles 14 engines.
The aircraft has low visibility in the radar wavelength range, and thanks to its super-maneuverability, it performs tasks in a wide range of altitudes and flight speeds.
An increase in aerodynamic quality at subsonic flight speeds is achieved by forming the surface of the middle part of the fuselage 1 (with the exception of the nose and tail parts) in longitudinal terms (in longitudinal sections) by a set of aerodynamic profiles and the use of rotating parts 8 of the influx 2, which allows the surface of the fuselage 1 to be included in creation of lifting force.
A high level of aerodynamic quality at subsonic flight speeds is achieved through the use of a wing with 3 trapezoidal consoles in plan with a large sweep along the leading edge, a large taper, with a large root chord length and a small tip chord length. This set of solutions makes it possible, at large values of absolute wing heights, especially in the root part, to realize small values of relative wing thicknesses, which reduces the increase in drag force occurring at trans- and supersonic flight speeds.
TsPGO 4 provides the ability to control the aircraft in the longitudinal channel with in-phase deflection and in the transverse channel with differential deflection at trans- and supersonic flight speeds.
TsPVO 5 ensures stability and controllability in the ground channel at all flight speeds and provides an air braking function. Stability at supersonic flight speeds with insufficient required static area is ensured due to the deflection of the entire TsPVO 5 consoles. When an atmospheric disturbance or a gust of wind occurs in the travel channel, the TsPVO 5 consoles are deflected in phase in the direction of parrying the disturbance. This solution makes it possible to reduce the area of the tail, thereby reducing the mass and drag of the tail and the aircraft as a whole. Control in the travel channel is carried out with in-phase deviation of TsPVO 5, and air braking is carried out with differential deviation of TsPVO 5.
Wing mechanization is used to control lift and roll. The rotating sock 9 of the wing is used to increase the critical angle of attack and ensure shockless flow around the wing, for flight “along the polar envelope” in takeoff, landing, maneuvering and subsonic cruising flight modes. Ailerons 10 are designed to control the aircraft in roll during differential deflection in takeoff and landing modes. Flapperons 11 are designed to control the increment in lift during in-phase downward deflection in takeoff and landing modes, and to control roll during differential deflection.
The rotating part 8 of the influx 2 of the fuselage 1, when deflected downward, reduces the area of the planned projection of the fuselage 1 in front of the center of mass of the aircraft, which contributes to the creation of an excess moment for a dive when flying at angles of attack close to 90 degrees. Thus, in the event of a failure of the control system of the jet nozzles 14, it is possible to switch from the flight mode at supercritical angles of attack to flight at low angles of attack without using aircraft control by deflecting the thrust vector of the engines. At the same time, the rotating part 8 of the influx 2 is the mechanization of the leading edge of the influx 2 of the fuselage 1. When the rotating part 8 of the influx 2 is deflected downward in cruising flight mode, it performs a function similar to the function of the rotary sock 9 of the wing.
The use of side air intakes located under the rotating part 8 of the influx 2 makes it possible to ensure stable operation of the engines in all flight modes of the aircraft, in all spatial positions due to the equalization of the oncoming flow at high angles of attack and sideslip.
The location of the engines in insulated engine nacelles 6 allows a compartment for large cargo to be located between them. To counteract the turning moment when one of the engines fails, their axes are oriented at an acute angle to the plane of symmetry of the aircraft so that the thrust vector of the operating engine passes closer to the center of mass of the aircraft. This arrangement of the engines, together with the use of rotary jet nozzles 14, the rotation of which is carried out in planes inclined at an acute angle to the plane of symmetry of the aircraft, makes it possible to control the aircraft using the thrust vector of the engines - in the longitudinal, transverse and track channels. Control in the longitudinal channel is carried out with in-phase deflection of the rotary jet nozzles 14, creating a pitching moment relative to the center of mass of the aircraft. The aircraft is controlled in the side channel by means of differential deflection of the jet nozzles 14, which simultaneously create a roll moment and a yaw moment, while the roll moment is countered by the deflection of the aerodynamic controls (10 ailerons and 11 flapperons). Control of the aircraft in the transverse channel is carried out with differential deflection of the rotary jet nozzles 14, creating a roll moment relative to the center of mass of the aircraft.
Reducing the aircraft's radar signature is achieved through a set of design and technological measures, which, in particular, include the shaping of the airframe contours, which includes:
The parallelism of the leading edges of the rotating part 8 of the influx 2, the wing consoles 3 and the horizontal tail 4; the parallelism of the trailing edges of the wing consoles 3 and the horizontal tail 4, which makes it possible to localize the peaks of electromagnetic waves reflected from the bearing surfaces of the aircraft airframe and, thereby, reduce the overall level of radar signature of the aircraft in the azimuthal plane;
The orientation of the tangent to the contour of the cross sections of the fuselage, including the cockpit canopy, is at an angle to the vertical plane (the plane of symmetry of the aircraft), which contributes to the reflection of electromagnetic waves hitting the airframe elements from lateral angles into the upper and lower hemispheres, thereby reducing the overall level of radar visibility of the aircraft in the lateral hemisphere;
The bevel of the entrance of the engine air intakes in two planes - relative to the vertical longitudinal and transverse planes of the aircraft, makes it possible to reflect electromagnetic waves, falling on the entrances of the air intakes from front and side angles, away from the radiation source, thereby reducing the overall level of radar signature of the aircraft in these angles.
1. An aircraft of an integral aerodynamic layout, containing a fuselage, a wing, the consoles of which are smoothly coupled with the fuselage, horizontal and vertical tail surfaces, a twin-engine power plant, characterized in that the fuselage is equipped with an influx located above the entrance to the engine air intakes and including controlled rotating parts, the middle part The fuselage is flattened and formed longitudinally by a set of aerodynamic profiles, the engine nacelles are spaced apart horizontally, and the engine axes are oriented at an acute angle to the plane of symmetry of the aircraft in the direction of flight.
2. The aircraft according to claim 1, characterized in that the vertical tail is all-moving with the possibility of in-phase and differential deflection.
3. The aircraft according to claim 2, characterized in that the all-moving vertical tail is mounted on pylons located on the side tail booms of the fuselage, while on the front part of the pylons there are air intakes for blowing engine compartments and heat exchangers of the air conditioning system.
4. The aircraft according to claim 1, characterized in that the horizontal tail is all-moving with the possibility of in-phase and differential deflection.
5. The aircraft according to claim 1, characterized in that the jet nozzles of the engines are designed with the possibility of common-mode and differential deflection.
6. The aircraft according to claim 1, characterized in that the engine air intake inlets are located on the sides of the forward fuselage behind the cockpit, while the lower edge of the engine air intake inlets is located below the fuselage contours.
7. The aircraft according to claim 1, characterized in that the engine air intake inlets are made beveled in two planes - relative to the vertical longitudinal and transverse planes of the aircraft.
8. The aircraft according to claim 1, characterized in that the planes of the chords of the consoles of the all-moving vertical tail are deviated from the vertical plane at an acute angle.
9. The aircraft according to claim 1, characterized in that the leading edges of the rotating part of the influx, wing consoles and horizontal tail are made parallel to each other.
10. The aircraft according to claim 1, characterized in that the trailing edges of the wing and horizontal tail are made parallel to each other.
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