The fate of "Supersonika". Does Russia need a new supersonic passenger aircraft

29.04.2021

Before the aircraft designers, the task of further increases their speed. Higher speed expanded the fighting capabilities of both fighters and bombers.

The top of the supersonic era put the flight of Chuck Yeger, the American Testing Bowder, on October 14, 1947 on the experimental aircraft Bell X-1 with the XLR-11 rocket engine reached supersonic speed in the managed flight.

Development

The 60s of the XX century was marked by the rapid development of supersonic aviation. The main problems of the sustainability and manageability of aircraft, their aerodynamic efficiency were solved. The high flight speed also allowed to increase the ceiling over 20 km, which was relevant for scouts and bombers. At that time, before the appearance of anti-aircraft missile systems capable of hitting the goals at large altitudes, the basic principle of application of bombers was flight towards the target at the highest possible height and speed. These years have been built in a series of supersonic aircraft for various purposes - fighters, bombers, interceptors, bomber fighters, scouts (first supersonic all-weather interceptor - Convair F-102 Delta Dagger; First Supersonic Far Bomber - Convair B-58 Hustomer) .

Nowadays, new aircraft appear, including those performed on the technology of reducing the noticeability of Stels.

Comparative schemes of Tu-144 and Concord

Passenger supersonic aircraft

In the history of aviation, there were only two passenger supersonic aircraft operating regular flights. The Tu-144 Soviet aircraft made the first flight on December 31, 1968, was in operation from the 1978 year. Committed by two months later, on March 2, 1969, his first flight of the Anglo-French "Concord" (FR. Concorde. "Consent") performed transatlantic flights from until 2003. Their operation allowed not only to significantly reduce the flight time on long-range flights, but also use an unloaded airspace at a high height (≈18 km), while the main air space used by liners (height 9-12 km) was already significantly in those years Uploaded. Also, supersonic aircraft made flights along the hidden routes (outside the airways).

Theoretical questions

Flight on a supersonic speed, in contrast to the subsonic, proceeds according to other laws, since the aerodynamic picture of the flow changes qualitatively, the aerodynamic pattern of flow changes, due to which the aerodynamic resistance increases, the kinetic heating of the design increases, the aerodynamic focus is shifted, which leads to the loss of stability and aircraft manageability. In addition, such an unknown phenomenon as "wave resistance" appeared.

Therefore, the achievement of sound speed and efficient flight were impossible to simply increase the power of the engines, new design solutions were required. The consequence was the change in the appearance of the aircraft - there were characteristic straight lines, sharp corners, unlike the "smooth" form of subsonic aircraft.

It should be noted that the task of creating an effective supersonic aircraft cannot be considered solved so far. The creators have to compromise between the requirement of increasing the speed and preservation of acceptable running characteristics. Thus, the conquest of the aircraft of new frontiers in speed and altitude is associated not only using a more advanced or fundamentally new motor installation and a new layout of aircraft, but also with changes in their geometry in flight. Such changes, improving the characteristics of the aircraft at high speeds, should not worsen their qualities at low speeds, and vice versa. Recently, the creators refuse to reduce the area of \u200b\u200bthe wing and the relative thickness of their profiles, as well as an increase in the angle of sweatshirt of the wing in airplanes with a variable geometry, returning to the wings of small sweatshirts and a large relative thickness, if satisfactory maximum speed and ceiling values \u200b\u200bhave already been achieved. In this case, it is considered important that the supersonic aircraft have good flight data at low speeds and a decrease in resistance at high speeds, especially at low altitudes.

Notes

supersonic aircraft - A supersonic aircraft is an aircraft, the operating conditions of which include flight with speeds exceeding the speed of the sound. Introduction of the concept of "S. from." In 1950 e caused by the essential difference of geometric shapes providing ... ... Encyclopedia "Aviation"

It is known that the main ways of aviation development were determined and are mainly determined by the progress of aircraft of military use, the development of which is spent by large forces and means. At the same time, civil aviation for which ... ... Wikipedia

Supersonic Tu-144 Airliner: Flight Specifications - On December 31, 1968, an experienced super-sound aircraft TU 144 (the onboard number of the USSR 68001) made the first flight. TU 144 managed to take off two months earlier than his English French competitor Concord, who made his first flight 2 ... ... Encyclopedia Newsmakers

supersonic passenger aircraft - Fig. 1. Supersonic passenger aircraft Tu-144. A supersonic passenger aircraft (ATP) - intended for the transport of passengers, baggage and cargo with a supersonic cruising flight rate (MAKA number of flight M∞\u003e 1). The first (and ... ... Encyclopedia "Aviation"

Published by Tue, 09/29/2015 - 07:20 by RussianIn Web ...

The original is taken from the speed as a dream. Speed \u200b\u200bas vocation

The golden years of supersonic aviation can perhaps consider the 1960s. It was at that time that it seemed that, there was still a little bit - and squadrons of supersonic aircraft will become the only option of air combat, and the supersonic liners will read our skills with their traces, tied all major cities and world capitals. However, it turned out that both in the case of manned space, a person's hike to high speeds does not deviate roses: passenger aviation so and froze at about 800 kilometers per hour, and military aircraft dangle in the area of \u200b\u200bthe sound barrier, occasionally deciding briefly to fly in Low supersonic area, in the area of \u200b\u200bMaha 2 or a little more.

What is it connected with? No, by no means with the fact that "there is no need to fly quickly" or "this is not necessary for anyone." Rather, it comes here that in some moment the world began to walk along the path of least resistance and considered that scientific and technical progress is a self-grade cart, which is already driving under the slide, which is why it is supposed to push it Only an unnecessary waste of extra forces.

Let us ask yourself a simple question - what is so difficult and costly supersonic flight? Let's start with the fact that when overcoming the super-sound barrier by the aircraft, the nature of the flow around the aircraft casing changes dramatically: the aerodynamic resistance is sharply increasing, the kinetic heating of the glider design increases, and due to the offset of the aerodynamic focus of the streamlined body, the stability and control of the aircraft occurs.

Of course, for the average and unprepared reader, all these terms sound quite faded and incomprehensible, but if it is possible to summarize all this in the form of one phrase, it will turn out: "It is difficult to fly on supersonic." But, of course, it is not impossible. At the same time, in addition to increasing the power of the engines, the creators of supersonic aircraft have to go on a conscious change in the appearance of the aircraft - they appear characteristic "rapid" straight lines, sharp corners on the nose and on the leading edges, which immediately distinguishes the supersonic aircraft even outwardly from "smooth "And" sleek "forms of subsonic aircraft.

Tu-144 nose rejected down when takeoff and landing to ensure at least a minimum overview to pilotes.

In addition, when optimizing an aircraft under the supersonic flight, it occurs another unpleasant feature: it becomes a little adapted for subsonic flight and is quite clumsy in the modes of takeoff and landing, which it still has to be carried out at sufficiently low speeds. The most sharp lines and rapid forms, so good on the supersonic, are hooked in front of low speeds, on which supersonic aircraft inevitably have to move at the beginning and at the end of their flight. And the sharp noses of supersonic machines do not even give the pilots of the complete review of the runway.

Here, as an example, the nasal parts of two unrealized in a series of Soviet supersonic aircraft - M-50 OKB Mezishchev (in the distant plan) and the T-4 "Object 100" of the OKB dry (near).

The efforts of the designers are clearly visible: this is either an attempt to achieve a compromise in the intensities, like M-50, or a sliding nose, deviating a book, like T-4. Interestingly, T-4 could well become the first serial supersonic aircraft, which would be completely flying in a horizontal supersonic flight without a natural view through the cab lantern: on a supersonic a nasal fairing completely covered the cabin cabin and all navigation was carried out only on devices, moreover, on the aircraft had Optical periscope. Today, the level of development of navigation and telemetry means allows, by the way, to abandon the complex design of the slide nasal fairing of the supersonic aircraft - it is already quite possible to raise and plant only on the instruments, and even in general without the participation of pilots.

The same conditions and tasks generate similar designs. In the English-French "Concord" the nose also moved down when takeoff and landing.

What did not give the USSR to create already in 1974 an innovative complex of anti-worm struggle on the basis of supersonic T-4, which was so advanced that some patents in its design gained as much as 600 pieces?

The thing is that KB dry by the mid-1970s did not have its own production facilities for extended state tests of the Object 100. For this process, I needed not an experienced, but a serial plant, for which Capo was quite suitable for the role (Kazan Aviation Plant). However, as soon as the decision was to prepare the preparation of the Kazan Aviation Plant for the assembly of the T-4 installation party, Academician Tupolev, realizing that he loses the serial plant on which the "Strategic Defectoire" Tu-22 was released, came out with an initiative proposal for creating its modification. Tu-22m, for what, allegedly, it was necessary only to reload production slightly. Although, in the future, Tu-22m was developed as an absolutely new aircraft, the decision on the transfer of the Kazan Plant is dry at one time was not taken, and T-4 ended up in the Museum in Monino.

Such a big difference between Tu-22 and Tu-22m - the legacy of the fight against T-4.

The question of the nasal fairing is not the only compromise on which the creators of supersonic aircraft have to go. For many reasons, they have a nonideal supersonic glider, and a mediocre subsonic aircraft. Thus, often conquering aviation of new frontiers in speed and height is associated not only using a more advanced or fundamentally new motor installation and a new layout of aircraft, but also with changes in their geometry in flight. On the first generation of supersonic machines, this option was not realized, but it was this idea of \u200b\u200bthe wing of a variable sweatshirt eventually became almost a canon in the 1970s. Such changes in the sweat of the wing, improving the characteristics of the aircraft at high speeds, should not worsen their qualities at low speeds, and vice versa.

Boeing-2707 was supposed to become the first passenger supersonic aircraft with a variable wing sweep.

Interestingly, the fate of Boeing-2707 thoroughly, not his constructive imperfection, but only a lot of political issues. By 1969, when the Boeing-2707 development program was at the finish line, 26 airlines were ordered from Boeing 122 aircraft model 2707 worth almost 5 billion dollars. At this point, the Boeing program has already been released from the design and research phase and the construction of two prototypes of the model 2707 began. To complete their construction and the manufacture of test aircraft, the company needed to attract somewhere 1-2 billion and the total cost of the program with the construction. 500 aircraft approached 5 billion dollars. State loans were required. In principle, at another time, "Boeing" would have been on this and their own funds, but were not the same in the 1960s.

In the end of the 1960s, Boeing production facilities were strongly loaded by creating the largest subsonic passenger aircraft in the world - Boeing 747, on which we fly and still. By virtue of this, the model 2707 literally for several years "not pushed" forward from the "aircraft carriage" and turned out to be behind his cough fuselage. Vitoga all cash financing and all equipment were involved in the production of the 747th, and 2707 was funded by Boeing on the residual principle.

Two approaches to passenger aviation - "Boeing 747" and "Boeing-2707" in one drawing.

But difficulties with the creation of 2707 were much more serious than just technical questions or production program "Boeing". Since 1967, an environmental movement against supersonic passenger transport has been torn in the United States. It was alleged that their flights would destroy the ozone layer, and a powerful acoustic blow, arising from supersonic flight, was considered invalid for the populated areas. Under pressure from public opinion, and then Congress, President Nixon creates a commission of 12 members to solve the issue of financing the SST program, which included "Boeing-2707". But contrary to his expectations, the Commission rejects the need to create SST not only on environmental, but for economic reasons. To create the first aircraft by their calculations, it was necessary to spend $ 3 billion, which would have paid off only when selling 300 aircraft. The financial condition of the United States was weakened by the prolonged war in Vietnam and the expenses for the lunar race.

Work on the model 2707 was discontinued in 1971, after which about the year "Boeing" tried to continue the construction of its own funds. In addition, private individuals, up to students and schoolchildren, also tried to support the "American Dreaming Plane", which was collected more than a million dollars. But it did not save the program. As a result, the closure of the program coincided with a decline in the aerospace industry and with the oil crisis, with the result that Boeing was forced to cut almost 70,000 employees in Seattle, and the model 2707 was called the "aircraft that Seattle ate".

Goodnight, Sweet Prince. Cabin and part of the Fuselage Boeing-2707 in the Hiller Aviation Museum.

What moved by the creators of supersonic machines? With military customers, the situation as a whole is understandable. Warns always needed a plane that would fly higher and faster. The supersonic flight speed allowed not only to reach the territory of the enemy not only faster, but also to increase the ceiling of the flight of such an aircraft to a height of 20-25 kilometers, which was relevant for scouts and bombers. At high speeds, as we remember, the lifting force of the wing is growing, and, by virtue of which the flight could be held in a more rarefied atmosphere, and, as a result, at greater height.

In the 1960s, before the appearance of anti-aircraft missile systems, capable of hitting the goals at large altitudes, the basic principle of application of bombers was flight towards the target at the highest possible height and speed. Of course, the current air defense complexes cover this kind of a niche of the use of supersonic aircraft (for example, the C-400 complex can shoot down right in space, at an altitude of 185 kilometers and at their own speed of 4.8 km / s, in fact, being a complex about , not air defense). However, in actions against terrestrial, surface and air targets - supersual speed is quite in demand and is still present in promising military plans for both Russian and Western aircraft. Just the implementation of a sufficiently complex supersonic flight is difficult compatible with the task of secureness and the most carefulness, which they tried to instill bombers and fighters over the past 30 years, which is why choose something, as they say, something one - or hide, or break away.

However, is Russia now have a reliable agent against American aug? So that it is not to sew a 300 kilometers to them for the launch of "Onyks" any small, but vulnerable vessel? T-4 had a slim concept of owning the destruction of an aircraft carrier, and is Russia now? I think that there is no - as long as there are still hypersonic missiles X-33 and X-45.

American bomber XB-70 "Valkyrie". MiG-25 was supposed to fight with them.

Where the future of military aircraft will turn is an open question.

I want to say a couple of words about civil supersonic aircraft.

Their operation allowed not only to significantly reduce the flight time on long-range flights, but also use an unloaded airspace at high altitude (about 18 km), while the main aircraft used by the liners (height is 9-12 km) even in the 1960s Significantly loaded. Also, supersonic aircraft flew along the hidden routes (outside the airways and corridors). And this is no longer speaking of elementary: the time savings of ordinary passengers, which was about half the flight time, for example, the flight Europe-USA.

At the same time, I repeat once again - the project of supersonic aircraft, both military and civilian, is not impossible from a practical point of view or are not unreal from an economic point of view.

We simply turned "not there" in our time and showed the cart of progress not to the mountain, but on the easiest and pleasant path - down and under the slope. Even today, the projects of supersonic passenger aircraft are developed under the same segment, which was also made by another innovative concept: AUGUSTA-WESTULA CONVERTOPLATE AW609. This segment is a business transport segment for wealthy customers, when the plane carries not half a thousand passengers in the cattle conditions, but a dozen people in the conditions of maximum efficiency and maximum comfort. Meet Aerio AS2. If lucky - will fly already in the near future, in 2021:

I think there is already all serious enough - and the partnership with Eyrolbas, and the stated investments of $ 3 billion quite allow us to consider the project not by a "messenger duck", but a serious application. In short, "the Solid Lord is for solid gentlemen." And not for any nichebrudes that allowed the world at the end of the twentieth century to roll onto a slight and comfortable way.

However, I already wrote about it, I will not repeat. Now it is no longer more than the past:

Now we live in another world. In the world without supersonic aviation for everyone. However, this is not the most terrible loss.

One of the most important tasks of all aviation and transport production professionals is the creation of supersonic passenger aircraft. An analysis of already existing supersonic passenger aircraft allowed us to develop fundamentally new, cost-effective and satisfying environmental standards. Consider a number of inventions aimed at creating universal supersonic passenger aircraft, which could be used at the height of the flight outside the modern air corridors, with supersonic speeds.

A supersonic aircraft developed by the ship Johann and Prapolini Marco has improved characteristics of Concord and Tu-144 aircraft. In particular, the reduction in the noise level, which is accompanied by overcoming the sound barrier.

This invention contains a fuselage (Fig. 1), which is formed by the front section or the nose CN, the middle section or the Passenger cabin P and the rear section. The fuselage of the aircraft has a constant section, which, starting from the passenger cabin section, gradually expands, and in the rear direction of the aircraft is narrowed.

Figure 1. View of the super-speed aircraft in the longitudinal section

Inside the rear section of the fuselage there are one or more tanks with liquid oxygen R01 and a tank with hydrogen in a liquid or shug-shaped RV state, intended for powering a rocket engine.

The aircraft has a triangular gothic wing, as shown on (Fig. 2), the root of which originates at the level of where the expansion of the front of the fuselage begins. The triangular wing is equipped with two flaps on each side of the fuselage.

Figure 2. View of an overhead aircraft in perspective

With the help of a cylindrical part on each outer end of the rear edge of the triangular wing, a small wing A1, A2 is fixed. On (Fig. 3) illustrates the invention.

Figure 3. Small wing in perspective

A movable small wing consists of two elements of the trapezoidal shape, which are located on both sides of the cylindrical part. The cylindrical part, the axis of which parallel to the fuselage axis, can rotate around its axis to install the small wing depending on the speed of the aircraft. The position of small wings is horizontal at speeds below 1Mim and vertical at speeds above 1m. The change in the positions of the small wing is necessary to solve the problem with the combination of the center of gravity and the center of the thrust application at any aircraft speed.

The aircraft is equipped with a system of engines (Fig. 1). This system contains two TB1 turbojet engines (TB2), two straight-flow air-jet engines ST1 (ST2) and MF rocket engine.

Two turbojet engines TB1 (TB2) are placed in the transition zone between the Passenger cabin P and the rear section of the fuselage. Turbooactive engines are designed for the aircraft handling stage and the take-off phase. Shortly before the entrance to the transduction flight area, the turbojet engines are turned off and removed inside the fuselage. As soon as the aircraft landing phase begins and the speed of the aircraft becomes below the speed of 1mas, the release and ignition of turbojet engines occurs. This solution can significantly reduce the size and mass of turbojet engines as compared with the turbojet engines of standard use.

At the stage of takeoff, the aircraft is moving not only at the expense of TB1 turbojet engines (TB2), but also at the expense of the rocket engine. The rocket engine can be (Fig. 4) or a single engine with a smoothly variable burden, or a combination of MA1 main engine MA1, MA2 with separate loading engines.

Figure 4. View of the rocket engine from behind

The rocket engine, placed in the rear of the fuselage, has the ability to open and closing in the fuselage using the rear hatch P of the aircraft, as shown on (Fig. 5).

Figure 5. View of the super-speed aircraft behind

At the stage of take-off, the hatch is fully open, but as soon as the aircraft turns out to be at high height, the rocket engine is turned off, and the hatch is closed, which gives the streaked shape of the fuselage. Flight phase begins at cruising speed.

Flight phase on cruising speed occurs with the inclusion of straight-flow air-jet engines ST1 (ST2) and turn off the MF rocket engine. Two direct-flow air jet engines are placed symmetrically relative to the longitudinal axis of the aircraft and are designed to create cruising speed. River air-reactive engines have a fixed geometry, which reduces their mass and simplifies their design. Traction of direct-flow air-jet engines is modulated during the flight by changing the flow of hydrogen.

The aircraft, according to this invention, can carry about twenty passengers. The height of the flight of the aircraft is from 30000m to 35000m and can develop speed from 4mm to 4,5mm.

Of particular interest is the supersonic passenger aircraft, which is proposed to perform on the aerodynamic scheme "Duck". In accordance with the declared technical solution, the aircraft contains the fuselage, as shown on (Fig. 6), which, with the help of influx 2, is associated with a wing 1. A passenger compartment is located in the central part of the fuselage. In cross section, the nasal and central part of the fuselage is made of a rounded form. In the tail of the fuselage there is a deepening.

Figure 6. General view of the aircraft

The aircraft is equipped with engines placed in Motogondol 3, which with two air intakes 4 are combined into a "package". This package is installed on top of the deepening of the tail part of the fuselage, which reduces the windshield resistance of the vessel, to improve the balancing during the failure of one engine.

The deepening of the tail of the fuselage is aimed at reducing the unevenness of the supersonic flow supplied to the air intakes. This technical solution is limited to the first platform 6 and a pair of second sites 7, which is shown on (Fig. 7).

Figure 7. View of the tail of the fuselage from above

The first area 6, made flat, forms a spit cut of the fuselage. The playground can be oriented towards the direction of air supply to the vessel's air intake under an acute angle, the value of which lies in the range from 2 to 10 degrees. With the fuselage trim, the first venue is connected at an angle without a smooth transition, which ensures the presence of a place in the place of the junction with the shearing of the acute edge 9, which forms a vortex flow along sharp edges of the joint. The vortex supersonic flow ensures that the increasing boundary layer is removed due to the movement of the flow through the venues, from the peripheral areas of the platforms and the flow of it to the side of the fuselage.

The second platforms 7, made flat, are located between the air intakes 4 and the first platform 6. They are located to each other at an angle, which is advisable to choose exceeding 150 degrees. To prevent an increase in aerodynamic resistance, the value of the angle between the direction of air supply to the air intake and the edge of the compound of the second sites 10 should not exceed 20 degrees.

The presence of second platforms allows to remove the boundary layer from areas close to the plane of the symmetry of the aircraft, due to the formation of an intense vortex. Intensive vortex flow is formed in the zone of placement of the rib between the second sites. The removal of the boundary layer from the areas close to the plane of the simmetry of the aircraft allows to reduce the thickness of the boundary layer before entering the air intakes.

It is worth noting that the border layer is removed immediately before the air intake cut, due to the extension of the second sites for this section. On (Figure 8) illustrates this solution.

Figure 8. View of one of the second flat sites at the place of its extension per side of the air intake

The difference between Sirotina's patent Valery Nikolayevich from the rest is that it offers a passenger supersonic aircraft with reverse shuttlenity of a wing having rescue modules (shown in Fig. 9).

The aircraft, according to the patent, contains the fuselage 1, in the nose part of which is a cabin of pilots 11. In the middle part there are emergency rescue modules 2, which form an external turning of the fuselage, due to the heat-insulated walls. Also, the supersonic aircraft contains left and right wings 3, which are made with the possibility of rotation relative to the fuselage axis. The power supply of the invention includes four lifting and march turbojet engines 9.

Figure 9. A view of the aircraft from above before turning the right and left wings to the holding grippers of the fuselage

It is worth noting that the aircraft has vertical 6 and horizontal 7 stabilizers. The front horizontal plumage 8, with the help of special engines, is established with the possibility of rotation relative to the horizontal axis horizontally.

With the possibility of turning with respect to the horizontal horizontal of the fuselage attached and the right, and the left wing 3. so that on the supersonic velocity of the position of the right and left wing were recorded, at the bottom of the fuselage there are retaining grippers. For the rotation of the wings there are special engines. The value of the wings is 53 degrees relative to the horizontal axis of the fuselage. This value provides a displacement of the zone where the flux breaks from the end of the wings to the root.

On (Fig. 10) is presented, as during take-off, the engines of the mechanisms 15 turn the right and left wing to the angle of 53 degrees in the direction from the fuselage, and the turn of the front horizontal plumage at an angle of 85 degrees. This aerodynamic circuit with reverse sweep allows aircraft to take off.

Figure 10. Top view on the scheme by the mechanism of rotation of the wings

Upon reaching high subsonic speed, the engine engines rotate the wings in the direction of the fuselage axis, where they are fixed by the retaining grippers. There is a turn and front horizontal plumage. Due to these actions, the aircraft changes its aerodynamic scheme (Fig. 11), which allows us to develop supersonic speed.

Figure 11. A view of the aircraft from above after the rotation of the right and left wings to the retaining grippers of the fuselage

For the case of an emergency, the vessel provides for emergency and rescue modules (Fig. 12). Each module is equipped with a catapult setup 21, which are powered by a pilot team, parachute 22, a landing device 23, an autonomous power supply system.

Figure 12. Descent of the inhabited module

The authors of the patent №2391254 offer us a supersonic vessel, which was performed under the aerodynamic scheme "Necklessly". According to the patent, as shown on (Fig. 13), the aircraft contains the fuselage 1, the front of which includes the pilot cockpit and the passenger interior 8. Special attention should be paid to the fact that the rose of the fuselage is dropped 7. In the vertical plane it is made with a radius 0, 1 ... 5 mm, and in a horizontal 300 ... 1500 mm.

Figure 13. General view of the aircraft

The minimum of sound impact is achieved by the fact that close to circular shape of the cross section has an increase in the radius of the front of the fuselage.

According to this patent, to ensure the high efficiency of longitudinal management, the creation of a favorable convertible moment on supersonic speeds The lower tail part of the fuselage smoothly switches to the surface in the transverse direction. The lower tail part of the fuselage ends with the wheel of height.

To ensure minimal perturbations of the flow and wave resistance, the authors offer on the root section of the swamp wing in the place of articulation of the wing and fuselage 14 to make a large angle of shooting about 78 ... 84. And the front edge profile 9 is performed with a radius of rounding 5 ... 40 mm, to increase the volume of the wing and the values \u200b\u200bof the maximum allowable angle of attack.

Special attention should be paid to the air intakes of engines 4, which are placed on the sides of the fuselage over the upper surface of the root part of the wing, which ensures a decrease in the unfavorable effect of them by the magnitude of the sound impact. Since in front of the air intakes, the flow of the flux is carried out, the boundary layer is removed through the perforated sections 16 (shown on (Fig.14)), which are made on the planes in front of the air intakes and in them themselves.

Figure 14. Scheme of picing the wing (fuselage) in front of the air intakes and the cross-layer of the boundary layer

Drain of this boundary layer occurs on the upper surface of the fuselage and wing, through the duct of the drain 17. But for the supply of the required amount of air in various modes, supersonic air intakes contain a mechanism of controlled airproof air from the edge of the boundary layer in the duct channel 19 from the air intakes to the engine.

The supersonic aircraft implemented for this time for one reason or another were removed from use. The inventions presented in this article are aimed at creating supersonic aircraft, which have high flight characteristics and environmental indicators.

The main technical tasks for creating such devices are:

Reducing the aerodynamic resistance of the vessel;

Reducing the noise level, which is accompanied by overcoming the sound barrier;

Reducing emissions of harmful substances into the atmosphere, which is achieved by reduced fuel consumption by improving air intake characteristics.

Most patented supersonic aircraft have a flight height that exceeds the height of a regular airliner. Such an advantage allows the aircraft to use almost all-weather conditions, since the flight is carried out at altitudes where there are no meteorological phenomena affecting normal piloting.

Bibliography:

Babulin A.A., Vlasov S.A., Subbotin V.V., Titov V.N., Tyurin S.V. Pat. №2517629 (RF). MPK B 64 D 33/02, B 64 D 27/20, B 64 from 30/00. Aircraft.
Bakhtin E.Yu., Zhitenyov V.K., Kazan A.V., Kazov V.G., Mironov A.K., Polyakov A.V., Remesev N.Kh. Pat. №2391254 (RF). MPK B 64 D 33/02, B 64 D 27/16, 64 from 3/10, in 64 from 1/38, in 64 C30. Supersonic aircraft (options).
Ship Johann, Prapolini Marco, Pat.№2547962 (RF). MPK in 64 from 30/00, B 64 D 27/020, B 64 with 5/10, b 64 with 5/08. Ultra-speed aircraft and the appropriate method of air movement
Sirotin V.N. Pat. №2349506 (RF). IPC B 64 with 3/40, b 64 C30. Passenger supersonic aircraft with reverse sweeping wing and rescue modules.

December 31, 1968 committed a test flight in the world's first supersonic passenger aircraft Tu-144. Three years later, in the summer of 1971, he made an incredible impression on organizers and guests of the international aviation exhibition in Paris. To demonstrate the capabilities of the "Soviet bird", the developers sent an aircraft from Moscow at 9 am and at the same time - at 9 am - he landed in the capital of Bulgaria.

Design of supersonic aircraft TU - 144.

Tu-144 - Soviet supersonic aircraft developed by KB Tupolev in the 1960s. Along with the concord, it is one of two supersonic airliners who have ever used airlines for commercial traffic.
In the 60s, projects for the creation of a passenger supersonic aircraft with a maximum speed of 2500-3000 km / h were actively discussed in the 1960s and the USSR aircraft circles with a maximum speed of 2500-3000 km / h, a range of at least 6-8 thousand km. In November 1962, France and the United Kingdom signed an agreement on joint development and building "Concord" ("Consent").

Creators of a supersonic aircraft.

In the Soviet Union, the design bureau of Academician Andrei Tupolev was engaged in the creation of a supersonic aircraft. At the preliminary meeting of the KB in January 1963, Tupolev stated:
"Reflecting on the future of the air transportation of people from one continent to another, you come to an unequivocal conclusion: supersonic air liners are undoubtedly needed, and I have no doubt that they will enter life ..."
The son of the Academician - Alexey Tupolev was appointed the lead designer of the project. With its OKB, more than a thousand specialists from other organizations work closely. The creation was preceded by extensive theoretical and experimental work, which included numerous tests in aerodynamic pipes and incense conditions during the analog flights.

"Concord" and Tu-144.

The developers had to break their head to find the optimal scheme of the machine. It is fundamentally important, the speed of the designed liner is 2500 or 3000 km / h. Americans, having learned that "Concord" is calculated by 2500 km / h, stated that only half a year later release their passenger "Boeing 2707", made of steel and titanium. Only these materials without destructive consequences kept the heating of the structure when contacting the air flow at 3000 km / h and higher. However, solid steel and titanium structures should still pass a serious technological and operational test. It will take a long time, and Tupolev makes the decision to build a supersonic aircraft from duralumin, based on the speed of 2500 km / h. The American project "Boeing" was subsequently closed altogether.
In June 1965, the model was shown on the annual airplane in Paris. "Concord" and Tu-144 were strikingly similar to each other. Soviet designers spoke - nothing surprising: the general form is determined by the laws of aerodynamics and the requirements for a particular type of machines.

The shape of the wing of a supersonic aircraft.

But what should be the shape of the wing? Stopped on a thin triangular wing with an outline of the front edge in the form of the letter "8". A blessing scheme - inevitable with this design of the carrier plane - made a supersonic liner stable and well-controlled on all flight modes. Four engines were under the fuselage, closer to the axis. Fuel is placed in caisson wing tanks. Balancing tanks located in the back of the fuselage and wing slopes are designed to change the position of the center of gravity during the transition from the dialing flight speed to the supersonic. The nose was made sharp and smooth. But how, in this case, provide pilots front review? The output was found - "Clamp Nose". The fuselage of the round section had a nasal crew cube fairing, deviating down at an angle of 12 degrees in the conditions of takeoff and 17 degrees when landing.

A supersonic aircraft rises into the sky.

For the first time, a supersonic aircraft rises into the sky on the last day of 1968. The car was driven by the test pilot E. Lyan. As a passenger plane, he was the first in the world overcame the speed of sound in early June 1969, being at an altitude of 11 kilometers. The second sound speed (2M) supersonic aircraft took in the middle of 1970, being at an altitude of 16.3 kilometers. A supersonic aircraft absorbed a lot of innovations of the design and technical plan. Here I want to note such a decision as anterior horizontal plumage. When using the PGO, the flight maneuverability has improved and the speed was quenched during the landing. The domestic supersonic aircraft could be operated from two tens of airports, while Franco-English "Concord", having a greater speed when landing could only sit in a certified airport. Designers KB Tupolev conducted a colossal job. Take, for example, Wing Tests. They took place at the Flying Laboratory - MiG-21, converted specially under the tests of the design and equipment of the wing of the future supersonic aircraft.

Development and modification.

Works on the development of the basic design "044" were in two directions: the creation of a new economy unfaffolded TRD type RD-36-51 and a significant improvement in the aerodynamics and the design of the supersonic aircraft. The result was to be the fulfillment of the requirements for the range of supersonic flight. The decision of the Commission of the Council of Ministers of the USSR for a variant of the supersonic aircraft with the RD-36-51 was made in 1969. At the same time, on the proposal of MAP - MGA, a decision is made to create RD-36-51 and install them on a supersonic aircraft, about the construction of six supersonic aircraft with NK-144A with reduced specific fuel consumption. The design of serial supersonic aircraft with NK-144a was supposed to be significantly upgraded, to carry out significant changes in the aerodynamics, receiving more than 8 in the cruising supersonic mode. This modernization had to ensure the fulfillment of the requirements of the first stage of the range (4000-4500 km), in the future, the transit to Series on RD-36-51.

Construction of an upgraded supersonic aircraft.

The construction of pre-production modernized Tu-144 ("004) began on the MMZ" Experience "in 1968. According to settlement data with NK-144 engines (cf \u003d 2.01), the estimated supersonic range was 3275 km, and from NK-14A ( Cf \u003d 1.91) exceed 3,500 km. In order to improve the aerodynamic characteristics on cruising mode, M \u003d 2.2 changed the shape of the wing in the plan (the sweep of the surpasal part over the front edge was reduced to 76 °, and the base increased to 57 °), the wing form It became closer to the "Gothic". Compared to "044", the area of \u200b\u200bthe wing increased, introduced a more intense conical wing of the end portions of the wing. However, the most important innovation for the wing aerodynamics was the change in the middle part of the wing, providing self-balancing on cruising mode with minimal quality loss, Taking into account the optimization on the flight deformations of the wing in this mode. The length of the fuselage was increased, taking into account the placement of 150 passengers, the shape of the nasal part was improved, which also had a positive effect on AE Motherland.

Unlike "044", each pair of engines in paired motometrics with air intakes were pushed by freeing the lower part of the fuselage, unloading it from elevated temperature and vibratory loads, while the lower surface of the wing was changed at the place of the current population area, increased the gap between the lower surface The wings and the upper surface of the air intake - all this allowed the intensive to use the effect of pulling the flow at the entrance to the air intakes to KMAX than it was possible to get on "044". New layout Motogondol demanded changes in the chassis: the main chassis racks were placed under the motorcycles, with cleaning them inside between the aircraft engines, they switched to an octal trolley, the chassis rack cleaning scheme was also changed. An important difference between "004" from "044" was the introduction of anterior multisective-retractable wing-destabilizer, put forward from the fuselage on the runway, and allowed to provide the required balancing with rejected Elevon-flaps. Designing, an increase in commercial load and fuel reserve led to an increase in the take-off mass, which exceeded 190 tons (for "044" - 150 tons).

Pre-production Tu-144.

The construction of a pre-production supersonic aircraft No. 01-1 (onboard No. 77101) was completed in early 1971, on June 1, 1971 made the first flight. According to the factory test program, the machine completed 231 flights, a duration of 338 hours, which flew 55 hours on supersonic. This car worked out comprehensive issues of interaction of the power plant at various flight modes. On September 20, 1972, the car flew over the Moscow-Tashkent route, while the route was traveled in 1 hour and 50 minutes, cruising speed during the flight reached 2500 km / h. The pre-production machine has become the basis for the deployment of mass production at the Voronezh Aviation Plant (VAZ), which the decision of the government was instructed by mastering in a series of supersonic aircraft.

The first flight of the serial Tu-144.

The first flight of the serial supersonic aircraft No. 01-2 (onboard No. 77102) with the NK-144A engines took place on March 20, 1972. In the series, according to the tests of the pre-production machine, the aerodynamics of the wing was adjusted and its area was somewhat more increased. The runway in the series reached 195 tons. Specific fuel consumption of the NK-144A by the time of operational tests of serial machines intended to bring to the optimization of the engine nozzle to 1.65-1.67 kg / kgf hour, and in the future up to 1.57 kg / kgf hour, while the flight range should It was increased to 3855-4250 km and 4550 km respectively. Really able to reach the Tu-144 and NK-144A CP \u003d 1.81 kg / kgf of the hour on the cruising supersonic 4000 kgf, cf \u003d 1.65 kg / kgf hour on the take-off for an hour 20,000 kgf, cf \u003d 0.92 kg / kgf hour on cruising dialing mode of traction 3000 kgf and 11800 kgf was obtained on the transvance mode on the maximum forxtright mode. Chip supersonic aircraft.

The first stage of testing.

In a short period of time, 395 flights with a total chart of 739 hours were performed in strict accordance with the program, including more than 430 hours on supersonic modes.

The second stage of the test.

At the second stage of operational tests in accordance with the joint order of the Ministers of Aviation Industry and Civil Aviation No. 149-223, there was a more active connection of funds and civil aviation services. A new test commission was formed, led by the Deputy Minister of Civil Aviation B.D. Ground. By the decision of the Commission, then a confirmed joint order of September 30 - October 5, 1977, crews were appointed for operational testing:
First crew: Pilots B.F. Kuznetsov (Moscow Transportation GA), S.T. Agapov (Zhliidb), navigator S.P. Temples (MTU GA), flights Yu.N. Avaev (MTU ha), Yu.T. Seliverstov (Zhlildb), Lead Engineer S.P. Avakov (Zhlildb).
Second Crew: Pilots V.P. Voronin (Moscow State University Ga), IK Vederniki (Zhliidb), Svurman A.A. Senyuk (MTU ha), Fartinezers E.A. Requitances (MTU ha) and V.V. Solomatin (Zhlildb), leading engineer V.V. Isaev (GosNaya).
Third crew: pilots M.S. Kuznetsov (GOSNIIG), G.V. Voronchenko (Zhlildb), Knoverman V.V. Myszigin (GosNaya), Fartinezers M.P. Isaev (MTU GA), V.V. Solomatin (Zhlildb), leading engineer V.N. Bind (flap).
Fourth Crew: Pilots N.I. YURSKOV (GOSNIIG), V.A. Sevankayev (Zhlildb), Shturman Yu.A. Vasiliev (GOSNIIG), Bartinwerner V.L. Wennediktov (GOSNIIG), leading engineer I.S. Mayboration (GosNaya).

Before the start of the test, a lot of work was carried out to consider all the materials obtained in order to use them "to test" the implementation of specific requirements. However, despite this, individual civil aviation experts insisted on the implementation of the Program of Operational Tests of the Supersonic Airplane, developed in the State Department in 1975 under the guidance of the leading engineer A.M.Thetyukukov. This program required in fact, repetitions of previously executed flights in the amount of 750 flights (1200 flight hours) on the MGA tracks.
The total volume of operational flights and tests on both stages will be 445 flights with a flyer of 835 hours, of which 475 hours on supersonic modes. Passed 128 paired flights on the Moscow-Alma-Ata route.

The final stage.

The final stage of the test was not tense from a technical point of view. Rhythmic work on a schedule was provided without serious failures and large defects. Engineering and technical compositions "entertained", conducting assessments of household equipment, preparing for passenger transportation. The stewardess connected to testing and the corresponding state experts began to carry out ground training sessions to work out the passenger service technology in flight. T.N. "Drawings" and two technical flights with passengers. "Raffle" was held on October 16, 1977 with full modeling of ticket registration cycle, luggage design, landing of passengers, flight of real duration, disembarkation, luggage decoration at the airport of destination. From the "passengers" (the best workers of the OKB, Zhliidb, GosNaya and other organizations) was not semi. The diet in the flight was at the highest level, since it was approved by the first class menu, everyone received great pleasure. "Raffle" allowed to clarify many important elements and details of passenger service. On October 20 and 21, 1977, two technical flights were performed on the Moscow-Alma-Ata highway with passengers. The first passengers were employees of many organizations that were directly involved in the creation and testing of a supersonic aircraft. Today it is even difficult to imagine the atmosphere on board: there reigned a sense of joy and pride, a big hope for development against the background of first-class service, to which technical people are absolutely not accustomed. In the first flights on board were all heads of head institutions and organizations.

The road for passenger traffic is open.

Technical flights passed without serious comments and showed the complete readiness of the supersonic aircraft and all ground services to regular transport. October 25, 1977 Minister of Civil Aviation USSR B.P. Bugayev and Minister of Aviation Industry of the USSR V.A. Cossack was approved by the main document: "Act on the results of operational testing of a supersonic aircraft with NK-144 engines" with positive conclusion and conclusions.
Based on the presented tables of conformity of the Tu-144, the requirements of the temporary velocity of the Civil Tu-144 of the USSR, the full amount of the presented evidentiary documentation, which includes acts on state and operational tests, October 29, 1977, Chairman of the State Equipment of the USSR IK Mulkidzhanov approved the conclusion and signed the first in the USSR of the certificate of airworthiness type No. 03-144 on a supersonic aircraft with NK-144A engines.
The road for passenger traffic was open.

The road for passenger traffic was open.
The supersonic aircraft could sit down and take off at 18 airports of the USSR, while Concorde, whose run-up speed was 15% higher, was required for each airport a separate landing certificate.

The second serial copy of the supersonic aircraft.

In June 1973, the 30th International Paris Aviationon was held in France. There was a huge interest caused by the Soviet liner Tu-144 - the first supersonic aircraft in the world. On June 2, thousands of visitors to the airlock in the suburb of Paris Le Bourget were observed for the take-off strip of the second serial copy of the supersonic aircraft. The roar of four engines, powerful running - and now the car in the air. A sharp liner nose straightened and aimed into the sky. The supersonic "TU", driven by the captain Kozlov, performed her first demonstration flight over Paris: gaining the necessary height, the car went beyond the horizon, then returned and made a circle above the airfield. The flight passed in normal mode, no technical problems noted.
The next day, the Soviet crew decided to show everything that was capable of new.

Catastrophe during a demonstration.

Sunny morning on June 3, it seemed not foreshadowed trouble. At first, everything went according to the plan, - the audience, turning the head, applauded together. Supersonic aircraft showing "Higher Class", went to reduce. At that moment, the French fighter "Mirage" appeared in the air (as it turned out later, he spent the shooting of an anelon). The collision seemed inevitable. In order not to crash in the airfield and the audience, the crew commander decided to rise above and pulled the steering wheel on himself. However, the height was already lost, large loads were created on the design; As a result, the right wing cracked and fell off. There began a fire, and after a few seconds the blazing supersonic aircraft rushed to the ground. The terrible landing occurred on one of the streets of the Paris's suburbs of Husenville. The gigantic car, worse, everything in its path, collapsed to the ground and exploded. The entire crew is six people - and eight Frenchmen died on Earth. I suffered and Husdenville - several buildings were destroyed. What led to tragedy? According to most experts, the cause of the catastrophe was an attempt to the crew of a supersonic aircraft to escape from the collision with the "Mirage". When entering the landing "TU" fell into a sensate jet from the French fighter "Mirage".

In the photo, the signature of the first cosmonaut landed on the moon of Nile Armstrong, the pilot of the cosmonaut Georgy Timofeevich coast and all the dead crew members. Supersonic aircraft No. 77102 crashed during a demonstration flight at the air show in Le Bourget. All 6 crew members (Honored Test pilot of the Hero of the Soviet Union M.V. Kozlov, Tester pilot V.M. Molchanov, North-Bagomenov, Deputy Chief Designer, Engineer General Major V.N. Benders, Lead Engineer B.A.Pervukhin and flight engineer A.I.Ralin) died.

According to the workers of OKB A.N.Tuolev, the cause of the catastrophe was in connecting the unworn analog control unit of the control system, which led to the exit to the destructive overload.
According to pilots, freelance situations occurred in almost every flight. On May 23, 1978, the second wreck of a supersonic aircraft occurred. Improved experimental version of the liner, Tu-144D (No. 77111) After the fuel ignition in the Motogondal Zone of the 3rd power plant due to the destruction of the fuel line, smoke in the cockpit and turn off the crew of two engines made a forced landing on the field at the village of Ilinsky, not far from the city Egorievsk.
After landing, the crew commander V. Popov, the second pilot E. V. Elhyan and the Svurman V. V. Yazgin, left the crew cockpit. Engineered in the cabin, V. M. Kulesh, V. A. Isaev, V. N. Starpovsky left the liner through the front entrance door. O. A. Nikolaev's flight engineers and V. L. Venediktov turned out to be clamped in the workplace deformed when landing structures and died. (The rejected nasal fairing touched the soil first, worked as a knife of the bulldozer, gaining land, and checked under the stomach, entering the fuselage.) On June 1, 1978, Aeroflot forever stopped supersonic passenger flights.

Improving a supersonic aircraft.

Work on improving the supersonic aircraft continued for several more years. Five serial aircraft issued; Five more were in the process of construction. A new modification has been developed - TU-144D (Far). However, the choice of a new engine (more economical), RD-36-51, demanded a significant redevelopment of the aircraft, especially the energy installation. Serious constructive gaps in this area led to a delay in the release of a new liner. Only in November 1974 serial Tu-144D (the onboard number 77105) rose into the air, and nine later (!) After his first flight, on November 1, 1977, a supersonic aircraft received a state-of-law certificate. On the same day passenger flights are open. For their shorttenance, the liners transported 3194 passengers. On May 31, 1978, flights stopped: on one of the serial Tu-144D there was a fire, and the liner failed a catastrophe, crashing with a forced landing.
The catastrophes in Paris and Egoryevsk led to the fact that interest in the project from the state decreased. From 1977 to 1978, 600 problems were revealed. As a result, in the 1980s, the supersonic aircraft was decided to remove, explaining this "bad influence on the health of people when moving a sound barrier." Nevertheless, four of the five Tu-144Ds who were in the production were still completed. In the future, they were based in Zhukovsky and climbed into the air as flying laboratories. In total, 16 supersonic aircraft were built (including in the far modification) who have committed a total of 2556 departures. By the mid-1990s, ten were preserved: four in museums (Monino, Kazan, Kuibyshev, Ulyanovsk); One stayed at the factory in Voronezh, where it was built; Another one was in Zhukovsky together with four Tu-144D.

Subsequently, Tu-144D was used only for freight traffic between Moscow and Khabarovsk. In total, a supersonic aircraft made 102 flights under the flag of Aeroflot, of which 55 - passenger (3 194 passengers were transported).
Later, supersonic aircraft performed only test flights and several flights in order to establish world records.
NK-32 engines were installed on the Tu-144l due to the lack of suitable NK-144 or RD-36-51, similar to those used on Tu-160, a variety of sensors and testing instrumentation.
A total of 16 Tu-144 liners were built, which committed a total of 2,556 departures and flew 4 110 hours (among them most of all, 432 hours, boarding 77144). The construction of four more liners has not been completed.

One example of existing projects of supersonic aircraft.

Today I will start with a small preface 🙂.

On this site I already have flight of aircraft. That is, it has long been time to write something and about supersonicMoreover, I promised to do it :-). The other day I took up work with considerable zeal, but I realized that the topic was as interesting as the volume.

My articles recently do not shine brevity, I don't know the dignity or disadvantage :-). A release on the topic " supersonic"It was threatened to become even more and it is unknown how much time I would have to" create "it :-).

So I decided to try to make several articles. A small series (three-four pieces), in which each component will be devoted to one-two concepts on the topic supersonic speeds. And it will be easier for me, and the readers will score less readers :-), and Yandex with Google will be more favorable (which is important, you understand :-)). Well, what of this will come to judge, of course, you ..

********************

So, let's talk today about the supersonic and supersonic aircraft. The very concept " supersonic"In our language (all the more in excellent degree) flashes much more often than the term" dosvuk ".

On the one hand, this, in general, is understandable. Powered aircraft have long become in our lives something very ordinary. BUT supersonic aircraftAlthough they fly in airspace for 65 years, but still seem to be something special, interesting and thorough attention.

Speaking on the other hand, it is quite fair. After all, flights on supersonic - This can be said separately, closed by a certain barrier of the movement. However, people in unreleased may have a question: "And what, in fact, such an outstanding supersonic? What difference is a plane at a speed of 400 km / h or 1400 km / h? Give him the engine more powerful and everything will be fine! " Approximately in such a semantic situation was aviation at the dawn of its development.

Speed \u200b\u200bhas always been the limit of dreams and initially these aspirations have quite successfully implemented. Already in 1945, the test pilot of the company Messerschmitt L.Gofman in horizontal flight at one of the first aircraft in the world with reactive engines, Me-262, reached in a horizontal flight at an altitude of 7200 m of a speed of 980 km / h.

However, in fact, everything is not so simple. After all, flight on supersonic It differs from the subsonic not only speed and not so much. The difference here is high quality.

Already from speeds of about 400 km / h begins little to manifest itself such a property of air as compressibility. And nothing here, in principle, there is no unexpected. - It is gas. And all gases are known, in contrast to liquids, compressible. During compression, gas parameters are changed, such as density, pressure, temperature. Because of this, various physical processes can be processed differently in compressed gas than in a rarefied.

The faster the plane flies, the more he, together with its aerodynamic surfaces, becomes like a kind of piston, in a certain sense, compressing air in front of him. Urgently, of course, but in general, just like this :-).

With increasing speed, the aerodynamic picture of the flow around the aircraft changes and the faster, the more :-). A. supersonic She is already qualitatively different. At the same time, new concepts of aerodynamics come to the fore, which often do not make any sense for low-speed aircraft.

To characterize the flight speed now, it becomes convenient and necessary to use such a parameter as the number M (Mach number, the ratio of the aircraft speed relative to air at this point to the speed of sound in the air flow at this point). Appears and becomes tangible (very tangible!) Another kind of aerodynamic resistance - wave resistance (Along with so, the increased ordinary frontal resistance).

Become iconic such phenomena as a wave crisis (with a critical number M), supersonic barrier, sugar jumps and shock waves.

In addition, the controllability and characteristics of the stability of the aircraft deteriorate due to the displacement of the point of the application of aerodynamic forces.

When approaching the area of \u200b\u200barrogant velocities, the aircraft may experience a strong shaking (it was more characteristic of the first aircraft, then stormed the mysterious lines of sound speeds), similar to their manifestations with another very unpleasant phenomenon, with which avoofers had to face in their professional development. This phenomenon is called Flatter (the topic for the next article :-)).

Such an unpleasant moment appears as heating the air as a result of its sharp braking in front of the aircraft (the so-called kinetic heating), as well as heating as a result of viscous friction of air. At the same time, the temperatures are high enough, about 300ºС. To such temperatures, the plane is heated during a long supersonic flight.

All the concepts and phenomena mentioned above are, as well as the causes of their occurrence, we will definitely talk in other articles in more detail. But now, so, I think it is quite clear that supersonic - It is already something completely different than the flight at the subsonic (all the more small) speed.

In order to get along with all the newest emerging effects and phenomena at high speeds and fully comply with its destination, the aircraft must also change efficiently. Now it should be supersonic aircraft, that is, an airplane capable of flying at a speed exceeding the sound speed on this section of airspace.

And it is not enough for him to increase the engine power (although this is also a very important and mandatory detail). Such aircraft usually change and externally. Their appearance appears sharp corners and edges, straight lines, in contrast to the "smooth" outlines of subsonic aircraft.

Supersonic aircraft Have a sweat or triangular wing in terms of wing. Typical and one of the most famous aircraft with a triangular wing is a wonderful fighter MiG-21 (maximum speed at an altitude of 2230 km / h, near the Earth 1300 km / h).

Supersonic aircraft with triangular wing MiG-21.

One of the variance options is a wing of a revival form that has an increased coefficient of lifting force. He has a special influx near the fuselage, designed to form artificial spiral vortices.

MiG-21 and the wing of a revival form.

MiG-21I - a revival wing.

The revival wing of Tu-144.

Interestingly, the wing of this type, then installed on Tu-144, was tested at a flying laboratory on the basis of the same MiG-21 (MiG-21I).

Second option - supercritical wing. It has a flattened profile with a certain curved rear part, which allows you to push the occurrence of a wave crisis at high speeds and can be beneficial in terms of efficiency for high-speed subsonic aircraft. Such a wing was applied, in particular, on the SuperJet 100 plane.