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CHIEF DESIGNER PAK FA TOLD ABOUT THE FIGHTER
In response to a request by journalists to compare the PAK FA fighter to the American F-22 Raptor, established ten years ago, the chief designer of the aircraft, Alexander Davydenko said: "The main functions are the same, but we have tried to make them better." Davydenko said that the development of aircraft CB "dry" air combat modeled T-50, F-22.
"I think we will have competitive prices. With regard to the criterion of cost / effectiveness of our aircraft are much better, "said the designer.
Prototypes of the fourth generation fighter aircraft MiG-29 and Su-27 flew in 1977. Analysts say a number of countries, including Libya and Vietnam have expressed interest in acquiring Russian fifth generation fighter, but serious financial, technical and even political barriers will be saved, before Russia will establish serial production of these machines.
The first flight of the PAK FA has shown that "Russia remains firmly in second place in the world in terms of defense technology," said a recent review of the Moscow Center for Analysis of Strategies and Technologies (CAST), published last week.
"2015 is set as the deadline for the supply of fighters in the Air Force. We are working on implementing this, "said Davydenko. According to him, the prototype, which flew a "100% of fifth-generation machine." The designer said that the navigation system, communications and information system for the experimental development of an entirely new, but their testing in the wind regime will take place later. The plane is not yet ready for the suspension of arms, said Davydenko.
The share of composites in the total mass of the empty aircraft is 25%. On the surface of the aircraft - 70%, "- said A.Davidenko on Monday.
He noted that the widespread use of composite materials in aircraft design to reduce its mass, and greatly facilitate the preparation of mass production. "Thanks to the use of composite materials significantly reduced the amount of detail: in comparison with the Su-27 decreased the number of parts four times," - said A.Davidenko.
He added that the use of composites could substantially reduce the radar signature of the aircraft.
A.Davidenko recalled that the fourth-generation aircraft - Russian Su-27 and U.S. F-15s - are the reflection coefficient of the surface, which characterizes the radar signature of aircraft within a 12 square meters.
"In the F-22 (U.S. fifth-generation fighter - Interfax-AVN) - 0.3-0.4 sq.m. We have similar requirements for visibility," - said A.Davidenko.
Analysts believe that the existing engines of the prototype T-50 did not have all the features of the fifth generation of power plants. According to CAST, "although these engines provide the required total power (enough even to achieve a supersonic cruise speed), but do not meet the requirements of the fifth generation of the ratio of the weight and thrust, and fuel economy." CAST also concludes that "many observers are skeptical about Russia's chances to develop this fifth-generation engine that could compete with American Pratt & Whitney F119». Problems also arise with the development of new radar and other onboard equipment, but recent progress suggests that the risks are reasonable.
Davydenko said that the T-50 will be issued on a parity basis (50 to 50) in the Russian-Indian joint venture, and can be equipped with a supersonic cruise missile BrahMos.
Analysts conclude that the Russian stealth fighter could easily take a third of the world market if large scale production becomes a reality.
Asked about the possible involvement of China in the PAK FA project, Davydenko said that "no negotiations with the Chinese on this fighter is not maintained."
"To bring some clarity to the debate above. I happened to be there yesterday to listen to Putin for 10 minutes (the introductory report of the meeting), then Pogosyan (answering questions after the meeting and the 5th generation in general, and it was already after 23:00!) and before the arrival of GDP (it came only in 19.00), during the "tour" - including the chief designer Davydenko. Based on all this now heard some members of the media, by virtue of their abilities and understanding of the issue and set out about three summers PAKFy, about PAKDu, which supposedly will make dry, dry to about 350 in 2020, etc., etc. Do not hurt them much for this - they also had the dry protorchal from 14.30 to almost 24.00, and they as usual tried to pass "before the other" (a type of work).
What is actually shown (before the arrival of GDP):
A. Stand KSU-50 with full-scale drive (Bogdan attended, said of April)
1). Seminatural stand with a real cockpit avionics (clarified - cabin "real", as in 50-1, well, if only with the exception of some ACA, etc.)
2) Halls design (gl.konstr. Davydenko answered questions, mostly silly, on the screens - including the design and the power circuit of the wing, etc.)
4. Department of the strength and the like Modeling (on the screen in "digital" test-wing airframe in general, in the memory / h on the penetration of foreign objects, refueling - to avoid getting fuel from the hose in / s, etc., etc.)
In stat. hall, where stands 50-0, led only to the GDP and a couple of cameras + staff fotika Sukhovsky (but his pictures, which went 50-0, has not yet given, like "No way", although stills RTR and NTV have seen) .
Further, "in essence" (the way Sukhovskaya corporate magazine called), very briefly, on those issues on which there broke a lot of copies.
A. 50-2 forward towards the end of the year. 3 and 4 - in 2011.
2). RLS 1 and 2 is natural and not planned (MAP was very angry at the fools zhurnalyugi done on the basis of this far-reaching conclusions.) We are waiting for her on board in 2011. Behind and do not wait, because "We do not need it"
3). The second stage engine is not waiting until 2020. "The engine of the first stage meets all the TTT, including at supersonic cruising" with him and go to the serial 2015-2016. Again, very angry at zhurnalyugi who believe the engine of the first stage the "old" (because as a brand new FADEC, the new turbine, thrust, "2500 kg", weight and flow rate is less than, etc., etc.).
4). EPR. It has been said so: the 4th generation ("aircraft such as Su-27") - about 12 meters, the F-22 - about 0.3 ... 0.4. And we will be "no worse than the F-22 or so"
5). Waiting in Zhukovsky "in the next few months" (April - see above), there will be a presentation, but "as long as necessary to keep the intrigue"
Andrey Fomin (AF)
- A program started in 2002, in 2004, Putin first saw the layout, in 2005 began the actual funding
- The end of 2010 plan to make the 2nd in 2011 - 3rd and 4th T-50
- Even the first two T-50 equipped with a full-time display and navigation systems, they will experience primarily on aerodynamics / strength / control to confirm fidelity to build a glider-
- On the 3rd and 4th place will be other avionics, including radar and weapons systems
- On the 1st stage, put in between the engine izd.117, with 2011 going to start work on the 2nd stage engine
- 12:48 shows large landing gear
- May be turning a flat nozzle
- PAK FA initially multifunctional, the work of the air / land / water (unlike the F-22)
- The price declared, "is 2-3 times less than the F-22" (verbatim quote from Putin)
- Plans to make the doubles later (probably when the Indians begin to work closer)
- Originally laid down in the TTP superiority over the F-22, which is logical given the large margin of time in the development of T-50
- A powerful system of electron beam, infrared sensors, long-range missiles
- Built-in controls to reduce the cost of service
- In a glider PAK FA is not less than 30% composites, because this significantly reduced the total number of parts (4 times less than the Su-27)
- The signature of PA PA 24:30 minutes
- By 2012. the results of tests first 4 prototypes will determine the size of the initial batch
- Batch of graduate experience in 2014, 2015, from 2016 to go into mass production (the first stage will buy up to 2020. More than 50 aircraft - a quote from Popovkin)
Multimode highly maneuverable aircraft
integral aerodynamic layout (patent pending)
The aircraft includes a fuselage, where the average of (2) involves gently swept wing panel (3), the head part (1) and tail (6), where the all-moving vertical tail (4) and all-moving horizontal tail (5). At the head of (1) The fuselage is light (10). The fuselage is an enlarged cross-sectional width and is made ??up of the airfoils, whose height allows you to place the main cargo compartment in the fuselage between the air intakes. The invention is directed to a uniform distribution of air and increase the load bearing properties of the fuselage.
The invention relates to multi-mode aircraft operated on the super-and subsonic flight speeds in a wide range of altitudes. Primary scope of the invention are multi-mode super-maneuverable aircraft with a cruise at supersonic speeds and low level of visibility in the radar (radar) range.
In the prior art known to the plane of the integral aerodynamic layout, containing a single lifting fuselage, in which the middle part of the fuselage smoothly conjugate with swept wing panel, the head of the fuselage and tail.
As a well-known disadvantages of the aircraft should indicate the following. In a plane distribution of goods to the external load does not allow to achieve a low degree of visibility of X-ray laser and high aerodynamic characteristics at supersonic flight conditions.
Due to the complex technical solutions applied in the layout and, above all, an integral aerodynamic configuration of the fuselage, the aircraft has a high value of the aerodynamic qualities at subsonic flight conditions.
The technical result, the aim of the invention is to create an aircraft having a low degree of visibility of X-ray laser, super-maneuverability at high angles of attack, high aerodynamic efficiency at supersonic speeds and at the same time preserving a high aerodynamic efficiency at subsonic regimes.
The technical result is achieved by the highly maneuverable aircraft in the multi-mode integral aerodynamic layout containing the fuselage, the middle part of which involves gently swept wing panel, the head of the fuselage and tail, all-moving vertical and horizontal tail all-moving, situated in the rear fuselage, the average integrated with the fuselage center section of the wing and made ??flattened in the vertical direction, and its outer surface in the longitudinal direction is formed by a set of airfoils with high elevations of the building, providing accommodation within the fuselage built-in cargo compartments, with the upper surface of the fuselage is made ??of the conjugate with the outer surface of the lamp and the widening at the site of the canopy to the tail of the fuselage with a decrease in curvature.
In terms of aerodynamic configuration the aircraft has the following features: a wide lifting fuselage and smoothed graph of cross-sectional plane in the area behind the cab driver.
The fuselage is an enlarged cross-sectional width and is made ??up of the airfoils 11, 12, 13, whose height can accommodate the main cargo compartment 9 in the fuselage between the air intakes 8 and provides the necessary building height to accommodate the side cargo compartments 7
In addition to space for cargo, resulting in a flattened layout is the uniform distribution of air loads on the airframe surface and an increase in load-bearing properties of the fuselage from the perspective of a lift force that keeps the aerodynamic characteristics of aircraft in general, smaller wing area,
In addition, a flattening of the fuselage reduces the effective area of the radar in the most likely areas of exposure: lateral and front projection plane.
Smoothing the graph cross-sectional areas at the site of an airplane cockpit can improve the aerodynamic characteristics of aircraft by reducing drag.
In addition to the general theoretical outline, the aerodynamics of the aircraft and the drag affects the relative position and mutual linking parts of the aircraft. To estimate the drag on the mutual influence (interference) typically used in the design space, which is as follows: in order to reduce the resistance curve 14 cross-sectional areas of all elements of Sj plane along the length of the aircraft must conform to orthographic drawing of the equivalent body of revolution of least resistance (cigar-shaped body high aspect ratio, the so-called body-Haack Siirsa).
According to the state of the art in the design of aircraft used the scheme to link canopy and fuselage, which is characterized by the fact that the cross-sectional area decreases in the area of the canopy to the rear. Schedule of areas for the scheme has a marked departure from the body Siirsa-Haack in the lantern.
To improve the aerodynamic characteristics of a scheme to link, which consists in the fact that the upper surface 15 extends to the fuselage section from the lamp 10 to the rear fuselage 6 to compensate for reduced cross-sectional area, resulting in smoother "dip" in the chart area for the pilot's canopy, which is characteristic for the conventional aircraft integral aerodynamic layout. The curve on the graph area close to the optimal shape, which indicates an improvement in aerodynamics by reducing drag.
Plane integral aerodynamic layout
The invention relates to multi-mode aircraft. The aircraft includes an integrated aerodynamic configuration with the influx of the fuselage, wing, console, which gradually involve the fuselage, all-moving horizontal tail, all-moving vertical tail. The middle part of the fuselage is made flattened and formed in a longitudinal set of airfoils. The engines are located in nacelles, separated from each other horizontally, and the motor axis oriented at an acute angle to the plane of symmetry of the plane in the direction of flight. The influx include controlled rotary part. The invention is aimed at reducing the radar visibility, increased maneuverability at high angles of attack and supersonic aerodynamic qualities.
The invention relates to multi-mode aircraft operated on the super-and subsonic flight speeds, a wide range of altitudes. Overriding the scope of the invention - multi-mode super-maneuverable aircraft with a cruise at supersonic speeds and low level of visibility in the radar range.
Creation of the aircraft, capable of performing tasks in a wide range of altitudes and flight speeds, which has features super maneuverability and, thus, have a low radar signature wavelengths is a difficult technical challenge.
By aerodynamic configuration of the aircraft are requirements to maximize aerodynamic efficiency (increase lift and reduce drag force) on the pre-and supersonic flight speeds, provide ultra-low-speed handling on the flight. To form the outer airframe are requirements to reduce radar visibility. All these requirements are contradictory, and the establishment of an aircraft that meets such requirements, is a compromise.
F-22, adopted as the closest analogue, which combines multi-mode characteristics of a supersonic aircraft, which has super-maneuverability and a low radar visibility. F-22 is the normal balancing scheme with tselnopovorotnym horizontal tail surface, which provides control of the aircraft in the longitudinal channel (pitch) at all flight modes. In addition to the control plane in the longitudinal channel, all-moving horizontal tail is used for control of the aircraft to roll through differential deflection at supersonic flight regimes.
Trapezoidal wing has a negative sweep of the trailing edge, which allows for high values ??of the lengths of the chords in the root part to reduce the relative thickness of the wing in the area at high values ??of the absolute thickness of the wing. This solution is aimed both at reducing the wave resistance at transonic and supersonic flight speeds, as well as to increase the supply of fuel in the wing tanks.
The mechanization of the leading edge of the wing is represented by an adaptive turning the toe, used to increase the value of the aerodynamic qualities in subsonic cruise, to improve the flow around a wing at high angles of attack, as well as to improve the maneuverability characteristics.
The mechanization of the trailing edge of the wing is represented by: flapperonami applied to control the lift at takeoff and landing, as well as for the control of the aircraft to roll in the modes of trans-and supersonic flight, the ailerons, used to control the aircraft to roll to the takeoff and landing.
Two console, vertical tail, consisting of the keels and rudders, provide stability and control in the traveling channel, and air brake. Management in the traveling channel is provided by common-mode rejection rudders and air braking - the deviation of the differential rudders. The planes of the chords consoles vertical tail deflected from the vertical at an acute angle, thereby reducing the radar signature of aircraft in the lateral hemisphere.
Engine air intakes are located on each side of the fuselage. Oblique plane of the entrance of air intakes in the two planes, which ensures a steady stream of air entering the engines in all flight regimes, including those at high angles of attack. Aircraft engines are located in the rear, close to each other that the location of air intakes on the sides of the fuselage allows for curved air intake duct. This solution is used to reduce the radar signature engine, and as a consequence, the whole plane in the forward hemisphere, due to screening of the compressor engine air intake duct design. Deflected in the vertical plane shutter, "flat" nozzles of jet engines allow for thrust vector control, which in turn allows for the ability to control aircraft in the pitch channel modes on low speed flight, and provides a supply of dive time at supercritical angles of attack together with tselnopovorotnym horizontal tail surface. This solution provides a feature super maneuverability (Lockheed Martin F/A-22 Raptor: Stealth Fighter. Jay Miller. 2005).
As the shortcomings of the F-22, you can specify the following:
- Inability to control the channels roll and yaw when flying at low speeds, because the engines are located close to each other, which does not create enough to manage time;
- The engines close to each other makes it impossible for the location of the fuselage in the cargo compartment;
- Curved air intake duct requires an increase in their length, and therefore the mass of the aircraft;
- The impossibility of ensuring the "vanishing" aircraft with supercritical angles of attack in case of failure of control rocket engine nozzle;
- The use of fixed keels with rudders requires an increase of the required area of ??the vertical stabilizer to provide directional stability at supersonic flight conditions, which leads to an increase in mass of feathers, and, consequently, the aircraft as a whole, as well as an increase in drag.
The technical result, the aim of the invention is to create an airplane that has a low radar visibility, super-maneuverability at high angles of attack, high aerodynamic efficiency at supersonic speeds and at the same time preserving a high aerodynamic efficiency at subsonic regimes, the possibility of placement in the inner compartments of bulky goods .
The technical result is achieved in that the plane integral aerodynamic layout containing the fuselage, wing, console, which gradually involve the fuselage, horizontal and vertical tail, twin-engine power plant, equipped with the influx of the fuselage, located above the entrance to the engine air intakes and includes controlled rotary parts the middle part of the fuselage is made flattened and formed in a longitudinal set of airfoils, engine nacelles are spaced from each other horizontally, and the motor axis oriented at an acute angle to the plane of symmetry of the plane in the direction of flight.
In addition, the vertical tail tselnopovorotnym satisfied with the possibility of common mode and differential deflection.
In addition, the all-moving vertical tail mounted on pylons located on the side of fuselage tail boom, while at the front of the pylons are blowing engine compartment air intakes and air conditioning heat exchangers
In addition, the horizontal tail is satisfied with the ability to tselnopovorotnym common-mode rejection and differential.
In addition, the nozzle jet engines are made with the possibility of common mode and differential deflection.
In addition, the input engine air intakes are located on the sides of the forward fuselage for the cabin crew, with the lower edge of the input engine air intakes located below the contours of the fuselage.
In addition, the input engine air intakes are made beveled in two planes - vertical with respect to the longitudinal and transverse planes of the aircraft.
In addition, the plane of the chords consoles tselnopovorotnym vertical tail deflected from the vertical plane at an acute angle.
In addition, the front edge of the rotating part of the influx, the consoles of the wing and horizontal tail surfaces are made parallel to each other.
In addition, the rear edge of the wing and horizontal tail surfaces are made parallel to each other.
Plane integral aerodynamic layout is a monoplane, made by the normal balancing scheme, and contains the fuselage with the influx of the wing, the console is gradually involve the fuselage, all-moving horizontal tail (hereinafter - CSSC), all-moving vertical tail (hereinafter - TSPVO), twin-engine power plant , which are located in the engine nacelles. Engine nacelles are spaced from each other horizontally, and the motor axis oriented at an acute angle to the plane of symmetry of the plane in the direction of flight.
Influx fuselage is located above the air intakes of engines and includes a controlled rotary part. Turning of the influx of leading edges are flattened middle section of the fuselage.
Wing panels, smoothly coupled with the fuselage, fitted with the mechanization of the front and rear edges, including turning socks, ailerons and flapperony.
CSSC is installed on the side of fuselage tail boom. TSPVO installed on pylons attached to the side of fuselage tail boom. At the front of the pylons are blowing engine compartment air intakes and air-conditioning system of heat exchangers. Installing TSPVO on pylons can increase shoulder supports TSPVO axis, which, in turn, reduces reactive loads on the power components skeleton airframe and, accordingly, to reduce weight. Increased shoulder supports TSPVO due to the fact that the upper bearing is placed inside the pylon, which, in fact, possible to increase the shoulder supports (the distance between supports). In addition, the pylons are fairing and hydraulic TSPVO CSSC, which allows for the removal by hydraulic actuators beyond the fuselage to increase cargo compartments between the nacelles.
Inputs engine air intakes are located on the sides of the forward fuselage, the cockpit crew, under the rotating parts of the influx and executed beveled in two planes - vertical with respect to the longitudinal and transverse planes of the aircraft, with the lower edge of the input engine air intakes located below the contours of the fuselage.
Engines equipped with a rotating axisymmetric jet nozzles, rotating in a plane which is oriented at an angle to the plane of symmetry of the aircraft. Jet engine nozzles are made with the possibility of common mode and differential deflection for control of the aircraft by moving the thrust vector.
The aircraft has a low visibility to radar wavelengths, and by providing super maneuverability - performs tasks in a wide range of altitudes and flight speeds.
The increase in aerodynamic efficiency at subsonic flight speeds is achieved by forming the surface of the middle of the fuselage (Except for the nose and tail parts) of the longitudinal (in longitudinal sections), a set of wind profiles and the use of rotary parts of the influx, which enables the surface of the fuselage to generate lift.
The high level of aerodynamic efficiency at subsonic flight speeds achieved by using a wing with the consoles in terms of trapezoidal shape with a large sweep to the front edge, a large contraction, with a large value of the length of the root of the chord and the low value end of the chord length. Such a set of solutions allows for large values ??of the absolute height of the wing, especially in the root part, to realize low values ??of relative thickness of the wing, which reduces the value of the drag force increase occurring in the transonic and supersonic flight speeds.
CSSC provides the ability to control the aircraft in the longitudinal channel in the common-mode rejection, and in the transverse channel with a differential deviation in the transonic and supersonic flight speeds.
TSPVO provides stability and control in the traveling channel at all flight speeds, and provides the function of an air brake. The stability at supersonic flight speeds in low areas of the required static deflection is provided by TSPVO consoles entirely. If you have any disturbance of the atmosphere, or a gust of wind carried a traveling channel common-mode rejection consoles TSPVO towards countering disturbances. This solution allows to reduce the area of ??the tail, reducing thus the mass and resistance of feathers and flight in general. Management in the traveling channel is carried out with common-mode rejection TSPVO and air braking - when the differential rejection TSPVO.
Lift is used for control lift and roll.
Rotary-wing sock is used to increase the critical angle of attack and ensure shock-free flow over the wing for a flight "on the envelope of the polars" for takeoff, landing, maneuvering and cruising subsonic flight. Ailerons are used to control the aircraft to roll in the differential mode rejection at the takeoff and landing. Flapperony designed to control the increment of lift with common-mode rejection down on takeoff and landing, for the roll control with differential rejection.
Pivoting of the influx of the fuselage at a deviation down reduces the area of ??the planned projection of the fuselage before the aircraft's center of mass, which contributes to the creation of excess time on a dive during the flight at angles of attack close to 90 degrees. Thus, in the event of the control system provides the possibility of jet nozzles move from flight mode at supercritical angles of attack to fly at low angles of attack without the operation of the aircraft through the deflection of the thrust vector engines. At the same time turning a part of the influx of mechanization is the leading edge of the influx of the fuselage. When you reject the turning of the influx down to Cruise mode, it performs a function analogous to function rotary wing leading edge.
Use the side air intakes below the rotary part of the influx, allows for stable operation of engines in all modes of flight, in all positions by aligning the incoming flow at high angles of attack and slip.
Location of engine nacelles in an isolated place between them allows a compartment for bulky cargo. To parry the unfolding moment if one of the engines of their axes are oriented at an acute angle to the plane of symmetry of the plane so that the thrust of the engine took place near the center of mass of the aircraft. This arrangement of motors, together with the use of rotary jet nozzles, the rotation of which is in a plane inclined at an acute angle to the plane of symmetry of the aircraft allows the control of the aircraft with thrust vectoring engine - in the longitudinal, transverse and track channels. Management in the longitudinal channel is carried out with common-mode rejection of the turning jet nozzles, which create the pitching moment about the center of mass of the aircraft. Control of the airplane in the side channel by means of differential deflection of jet nozzles, creating a moment of both roll and yaw moment, and the time of roll deflection countered aerodynamic controls (ailerons and flapperonami). Control of the plane in the transverse channel is carried out with the differential rejection of rotary jet nozzles, creating a rolling moment about the center of mass of the aircraft.
Reduction of radar cross section plane is achieved through a combination of structural and technological measures, which, in particular, is shaping contours of the airframe, which includes:
- Parallelism of the front edges of the rotary part of the influx, the consoles of the wing and horizontal tail, parallel rear edge wing panels and the horizontal tail, which allows you to locate the peaks reflected from the load-bearing surfaces of the airframe of electromagnetic waves and thus reduce the overall level of radar cross section plane in the azimuth plane;
- The orientation of the tangent to the contour of the fuselage cross-sections, including the canopy, at an angle to the vertical plane (the plane of symmetry of the aircraft), which contributes to the reflection of electromagnetic waves incident on the elements of the airframe with the lateral angles, the upper and lower hemispheres, thus reducing overall radar signature of aircraft in the side of the hemisphere;
- Skewness input engine air intakes in the two planes - vertical with respect to the longitudinal and transverse planes of the plane, allows to reflect electromagnetic waves, falling to the inputs from the front air intakes and side angles, away from the radiation source, thus reducing overall radar signature of aircraft in these angles .
1) Plane integral aerodynamic layout containing the fuselage, wing, which gradually involve the console with the fuselage, horizontal and vertical tail, twin-engine power plant, characterized in that the fuselage is equipped with the influx, located above the entrance to the engine air intakes and includes controlled rotary part, middle part of the fuselage is made flattened, and formed in a longitudinal set of airfoils, engine nacelles are spaced from each other horizontally, and the motor axis oriented at an acute angle to the plane of symmetry of the plane in the direction of flight.
2)The aircraft of claim 1, characterized in that the vertical stabilizer tselnopovorotnym satisfied with the possibility of common mode and differential deflection.
3)The aircraft of claim 2, characterized in that the all-moving vertical tail mounted on pylons located on the side of fuselage tail boom, while at the front of the pylons are blowing engine compartment air intakes and air conditioning heat exchangers.
4). The aircraft of claim 1, characterized in that the horizontal tail is satisfied with the ability to tselnopovorotnym common-mode rejection and differential.
5) The aircraft of claim 1, characterized in that the nozzle jet engines are made with the possibility of common mode and differential deflection.
6). The aircraft of claim 1, wherein the input engine air intakes are located on the sides of the forward fuselage for the cabin crew, with the lower edge of the input engine air intakes located below the contours of the fuselage.
7). The aircraft of claim 1, wherein the input engine air intakes are made beveled in two planes - vertical with respect to the longitudinal and transverse planes of the aircraft.
8) The aircraft of claim 1, wherein the plane of the chords of all-moving vertical tail consoles deflected from the vertical plane at an acute angle.
9). The aircraft of claim 1, characterized in that the front edge of the rotating part of the influx, the consoles of the wing and horizontal tail surfaces are made parallel to each other.
10). The aircraft of claim 1, characterized in that the rear edge of the wing and horizontal tail surfaces are made parallel to each other.