RU2733678C1 - Unmanned impact helicopter aircraft - Google Patents

Abstract

FIELD: vibration equipment.

SUBSTANCE: invention can be used in design of reactive convertible rotary-wing aircraft. Unmanned Attack Aircraft Helicopter (UAAH) has fuselage, weapon system on launching devices, wing with control elements, power plant engine, on-board control system providing telemechanical control from command post (CP) of carrier vehicle. UAAH comprises asymmetrically variable sweep wing (AVSW) and on its consoles two double-blade rotors (DBR), inverted V-shaped fins and in stern nacelle free power turbines, driving DBR and/or remote fan, creating at vertical and short take-off and landing (VTOL and STOL) lifting force and sustainer jet with operating/autorotating transverse DBR or their fixed blades-wings asymmetrically variable sweep angle χ=±30° to AVSW front edge with swept angle χ=±60° during horizontal flight in configuration of jet rotorcraft/winged gyroplane or transonic aircraft.

EFFECT: higher speed and range of flight, higher probability of destruction of underwater or surface target located at long range.

4 cl, 3 dwg, 1 tbl

Description

The invention relates to the field of aviation technology and can be used in the design of unmanned attack helicopter aircraft having a high-positioned asymmetrically variable sweep wing (KAIS) and on its consoles two two-bladed main rotor (DNV), inverted V-shaped tail and free power in the aft gondola turbines driving the DNV and / or an external fan, creating during vertical and short takeoff and landing (VVP and KVP) lifting force and cruising jet thrust directed backward with working / autorotating transverse DNV or fixed by their wing-blades of asymmetrically variable sweep at an angle χ = ± 30 ° to the leading edge of the CAIS with a sweep angle χ = ± 60 ° during horizontal flight in a rotorcraft / winged gyroplane configuration or a trans- and supersonic aircraft.

Known supersonic vertical takeoff and landing (VTOL) of the company Sikorsky model ANKH-80 [see. https://www.sikorskyarchives.com/X-WING.php], which has a rotor-wing made in the form of a four-bladed main rotor (NV) driven by turbojet engines (TRD) of the power plant (SU), contains side and rear jet nozzles , creating anti-torque and sustainer thrust, two-keel tail and tricycle retractable wheel chassis.

Signs that coincide - the presence of a four-bladed NV with a diameter of 15.54 m, which creates a vertical thrust, has two TF-34-400B turbojets in the SU with a thrust of 3614 kgf each, which produce a power of 4650 × 2 hp. and a jet thrust of 750 × 2 kgf, directed from the side by a jet nozzle, which provides an anti-torque moment when creating an HB lifting thrust. The peculiarity of the VTOL aircraft model ANKH-80 "Leopard" - the transformation of its flight configuration is created by changing the operating conditions of the NV: when switching to the airplane mode of flight, the NV stopped, having fixing units for the NV shaft and its wing-blades, turning into a carrying X-shaped wing.

The reasons that impede the task: the first is that the use of a stopping NV, which has a swashplate of its blades with control of the general and cyclic change of its pitch, but also a structurally complex column of its shaft and rotor-wing with jet slots and their air ducts, turning retreating blades with its trailing and leading edges in direct flight after fixing, respectively, in the leading and trailing edges of the wing blades, which complicates the design and reduces reliability. The second is that in a VTOL aircraft with a single-rotor bearing scheme, there are unproductive costs of up to 20% of the control system power for the selection of compressed air from the turbojet engine compressors directed to the side jet nozzle, which creates an anti-torque, which predetermines the need for the length of the tail boom and tail air duct units, but also the danger posed by the steering jet nozzle to ground personnel. The third is that the weight of the lateral jet nozzle together with the tail boom and tail air duct assemblies is up to 15 ... 20% of the weight of the empty VTOL aircraft and tends to increase with an increase in its take-off weight. In addition, the X-wing design, creating high variable aerodynamic loads during the transition from rotational flight to stationary flight, does not provide longitudinal stability without the main wing and limits the possibility of ensuring VTOL aircraft flight for more than two hours, but also increasing the target load (CP) with a thrust-to-weight ratio of K _t = 0.65 of its SD.

Known aircraft company Ames (USA) model AD-1 (Ames Dryden), containing [see. https://ru.wikipedia.org/wiki/NASA_AD-1] an asymmetrically variable sweep wing, mounted on a hinge swiveling in the horizontal plane to change the opposite sweep of its consoles, a fuselage with two turbojet engines, a tail assembly and a tricycle retractable wheel landing gear.

Ames AD-1 model aircraft with the variable sweep wing asymmetrically (KAISA) and the specific load on the wing 113 kg / m ^2, the fuselage has a length of 10.0 m and a height of 2.06 m on the chassis, and the wingspan sweep at 60 ° / 0 °, respectively, 4.93 / 9.86 m and a wing area of 8.64 m ² . With a takeoff weight of 973 kg, the empty weight will be 658 kg and the jet thrust of two Microturbo TRS18-046 turbojet engines 2 × 1.8 kN. Aircraft with variable wing sweep have a number of disadvantages, the main of which are: shift of the aerodynamic focus when sweep changes, which leads to an increase in balancing resistance; an increase in the mass of the structure due to the presence of a load-bearing beam and pivot hinges of the consoles fixed on it, as well as seals of the wing retracted position. Both disadvantages ultimately lead to a decrease in the flight range or the mass of the transported payload. Tests of the aircraft with KAIS showed that the drag will decrease by 11-20%, the mass of the structure - by 14%, and the wave drag during flight at trans- and supersonic speeds - by 26%. However, the use of CAIS entails a number of disadvantages. First, at a large 45 ° sweep angle, a straight swept cantilever has a larger effective angle of attack than a reverse swept cantilever, which leads to asymmetry of drag and, as a consequence, to the appearance of parasitic turning moments in roll, pitch and yaw. Secondly, KAIS is characterized by a double increase in the thickness of the boundary layer along the span, and any asymmetric stall of the flow causes intense disturbances, and their elimination and an increase in the target load (CP) can be carried out by using an X-shaped wing.

Closest to the proposed invention is the anti-submarine complex (PLC) [see. http://rbase.new-factoria.ru/missile/wobb/ikara/ikara.shtml] (England) model "Icara" with an unmanned aerial vehicle (UAV) having a fuselage, a complex of weapons on launchers (PU), wing with controls, a power plant engine (SU), an on-board control system (BSU), providing telemechanical control from the command post (CP) of the carrier ship.

The signs that coincide are the dimensions of the UAV without the ship's launcher: length 3.42 m, wingspan 1.52 m, height 1.57 m. Warhead: homing anti-submarine small-sized torpedo (MGT) Mk.44. Flight characteristics: maximum and minimum flight altitudes, respectively, 300 m and 15-20 m. Due to the significant weight of the UAV with the Mk.44 torpedo, which is 1480 kg (with a mass of 13% of the target load - a torpedo of 196 kg, its length is 2.57 m and a diameter of 324 mm) and short ranges of 24 km and a flight speed of 140-240 m / s, and a warhead (torpedoes - 30 knots and a cruising range of 5 km).

The reasons that impede the task: the first is that the launch of the subsonic UAV was carried out in the direction as close as possible to the target of the dropped torpedo. Target location data came from the sonar system (GAS) of a surface carrier ship, another ship, or an anti-submarine helicopter. Based on this information, the data on the optimal torpedo drop zone is constantly updated in the fire control system computer, which then transmitted them through the radio command control system to the UAV in flight. Upon arrival of the UAV in the area where the target submarine was located, a torpedo (self-guided MGT Mk.44), semi-drowned with its ventral position in the UAV hull, separated by radio command, descended by parachute, entered the water and began to search for the submarine target. After that, the UAV continues its flight with a working control system, taking it away from the splashdown site of the homing MGT so as not to interfere with its homing system. The disposable UAV itself left the area and self-destructed.

The proposed invention solves the problem in the above-mentioned known deck UAV model "Icara" (England) to increase the target load and weight recoil, increase the speed and range, increase the likelihood of hitting an underwater or surface target located at a long distance, but also the possibility of its attack after a prolonged hovering flight, returning to the helipad of the aircraft carrier for reuse.

Distinctive features of the proposed invention from the above-mentioned known UAV model "Icara", which is closest to it, are the fact that it is in a convertible configuration with a high-wing asymmetric variable sweep (KAIS) equipped in a twin-screw transverse-carrying scheme (DPNS) on KAIS consoles two-blade rotors (DNV), creating vertical thrust in the DPNS-X2 only during vertical and short takeoff / landing (GDP and KVP) and in transient flight modes and at least one combined gas turbine engine (KGTD), made in the form of a two-circuit engine with external and internal contours, respectively, with a remote single-row fan (VOV) and at least one free power turbine (SST), transmitting the takeoff power of the SU through the transmission system to wide-chord DNV and / or one VOV having blades with large by twisting them, operating according to a pulling scheme for creation in a propulsive-reactive system (PRS-R 1) sustainer thrust directed horizontally along the axis of symmetry when performing GDP and KVP, in horizontal or transient flight modes, but also equipped with a trapezoidal KAIS mounted on a hinge in the horizontal plane, mounted on top of the fuselage on a turning mechanism with a tracking drive, providing after execution of GDP and KVP from sweep χ = 0 ° of the right and left or left and right of its consoles change to the opposite sweep with an angle χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 ° corresponding to top view, synchronous rotation on the vertical axis of rotation, passing along the axis of symmetry and through the center of mass, and from the leading edge of the CAIS at a distance equal to 1/4 of its average aerodynamic chord, but also made with the possibility of transforming its flight configuration after performing a short or vertical takeoff from a rotorcraft or a helicopter with a DPNS-X2, respectively, to a jet high-speed gyrocopter for loitering flight or a biplane aircraft at maximum or normal take-off weight, respectively, with two DNV operating in their autorotation modes or as upper blades of asymmetric sweep (LKAS), equipped with the possibility of their synchronous fixation with simultaneous organization, when viewed from above, of asymmetric parallel-mounted blades of two DNV, and transformation of the DNV, carried out in transient flight modes sequentially, when, after takeoff, climb and acceleration, the blades, for example, the left and right DNV, are simultaneously stopped so that when viewed from above, their advancing blades are located in front and behind the KAIS and, accordingly, are fixed with reverse and a straight sweep at an angle χ = -30 ° and χ = + 30 ° to the leading edge of the corresponding KAIS consoles with a simultaneous subsequent change in the opposite sweep of the KAIS consoles to χ = ± 60 ° or χ = ± 65 ° with organization for high-speed flight modes in aircraft configurations are mirror-asymmetric х LKAS to the corresponding KAIS console, having rounded or triangular endings on a par with trapezoidal LKAS, fixed at an angle χ = ± 30 ° to the KAIS leading edge, for example, with a sweep angle of the right χ = -60 ° and its left console χ = + 60 °, which together with the KAIS consoles form the corresponding X-shaped sweeps (XOS), transform, changing the KAIS sweep from χ = 0 ° to χ = ± 60 °, its large elongation from λ = 9.0 ... 10.77 to moderate elongation wing systems of XOS with λ = 3.48 ... 4.0 in the configuration of a jet aircraft, but also vice versa.

=4%…

=8% обеспечивают, увеличивая скорость потока между задними вихрями через верхнюю поверхность чечевицеобразного или ромбовидного профиля, имеющего закругленные углы на его меньшей диагонали, значительное снижении сопротивления за счет того, что нижний задний вихрь, смещаясь назад от задней кромки ЛКАС, уменьшит площадь поперечного сечения нижнего вихря при значительном увеличении потока над верхней поверхностью профиля в продолжение передней четверти поверхности, вызывая значительное более низкое распределение давления в этой части профиля, причем инвертированные V-образные кили с рулевыми поверхностями, смонтированные при виде спереди по внешним бортам хвостовых балок вниз и наружу под углом 47° от плоскости симметрии, имеют спереди и сзади на концах их законцовок соответствующие пары инфракрасных (ИК) излучателей с ИК-приемниками, при этом фюзеляж, имеющий при виде сбоку трапециевидную конфигурацию, выполнен с длиной в 1,1…1,2 раза больше диаметра ДНВ, что обеспечивает размещение как консолей повернутого КАИС над скошенными носовой и кормовой его частями и вдоль оси симметрии, так и лопастей ДНВ без выноса от конца и носа фюзеляжа в походно-транспортной конфигурации с предварительно сложенными лопастями ДНВ к центру масс и вдоль консолей КАИС наравне со сложенными вниз концевых частей КАИС, размещенных под консолями КАИС, имеющими размах равновеликий длине фюзеляжа, так и килями оперения, складываемыми вниз поочередно к оси симметрии, размещаясь один под другим в кормовой части фюзеляжа, ширина предварительно сложенных килей не превышает ширину фюзеляжа с повернутыми консолями КАИС и сложенными лопастями ДНВ в стояночной конфигурации, уменьшающей в 7,2…7,3 раза стояночную площадь от взлетной площади после, причем в системе трансмиссии, например, один КГтД размещен за центром масс в кормовой гондоле, в которой между ВОВ и ССТ смонтирован соосно с двумя последними промежуточный редуктор, имеющий продольный по его оси как входной вал от ССТ, так и выходные внешний и внутренний соосные валы, первый из которых передает мощность через муфту сцепления на ВОВ, а второй - продлен за ВОВ и передает через муфту сцепления крутящий момент на Т-образный при виде сбоку главный редуктор ДПНС-Х2, вертикальная колонка выходного вала которого, являясь жесткой осью поворотного шарнира КАИС, размещена соосно и над последним, имеет от нее и внутри консолей КАИС поперечные валы, передающие равновеликую мощность на соответствующие при виде спереди угловые редукторы ДНВ, смонтированные в вертикально ориентированных каплевидной формы обтекателях с выходными вертикальными валами, равноудаленными в плане от центра масс, при этом на режимах ВВП и зависания при удельной нагрузке на мощность его СУ, составляющей ρ_N=2,05 кг/л.с., каждая упомянутая ССТ выполнена с элементами цифрового программного управления, сочетающего систему управления формированием безопасного полета (УФБП) при удельной вертикальной тяговооруженности ДПНС-Х2, составляющей ρ_ВТ=1,68, включает режимы работы ССТ как взлетный, так и чрезвычайный режим (BP и ЧР) при отборе потребной ее мощности на привод упомянутых ДНВ соответственно как от двух работающих ССТ, так и от одной из работающих ССТ с автоматическим выравниванием и равным перераспределением оставшейся мощности между двумя ДНВ при отказе соответствующей ССТ в КГтД, например, даже в последнем случае после автоматического включения ЧР работы оставшейся в работе ССТ, которая при удельной вертикальной тяговооруженности упомянутой ДПНС-Х2, составляющей ρ_ВТ=1,23 или ρ_ВТ=1,11, обеспечит два режима аварийной вертикальной посадки в течение 2,5 минут или 30 минут соответственно, при этом в каждой ССТ система УФБП содержит: один или несколько датчиков, которые сконфигурированы для выявления данных, касающихся расхода воздуха (G_В, кг/с) через компрессор ССТ, температуры газов (Т_Г, К) перед турбиной ССТ, суммарной степени сжатия (К) компрессора, а также один или несколько датчиков, которые сконфигурированы для обнаружения относительного положения и его фюзеляжа, и дисков вращения их ДНВ для относительного их положения относительно уровня земли или поверхности посадочной площадки, а также различных препятствий на пути следящего их безопасного снижения; компьютер управления полетом, расположенный в его БСУ и находящийся в рабочем состоянии с одним или несколькими датчиками, компьютер управления полетом сконфигурирован чтобы: определить относительную позицию между его фюзеляжем с его колесным шасси и уровнем земли или поверхностью посадочной площадки; сравнить относительную позицию его фюзеляжа и несущей его системы с выбранной относительной их позицией; определить скорость управляемого снижения, необходимую для его перемещения в выбранное относительное положение; преобразовать скорость следящего устройства во входы управления полетом; а также обеспечить прямое управляемое безопасное снижение в выбранное относительное положение через входы управления полетом, причем упомянутые ДНВ выполнены с жестким креплением их лопастей и автоматом прекоса, управляющим балансировкой по курсу, тангажу и крену посредством соответствующего изменения циклического и общего шага ДНВ, при этом на конце фюзеляжа имеется профилированная кормовая часть, которая, образуя несущую поверхность, интегрирована по внешним бортам хвостовых балок с килями хвостового оперения и имеет V-образную в плане заднюю кромку, размещенную параллельно скошенным задним кромкам плоских сопел КГтД с термопоглощающим покрытием, уменьшающим ИК-заметность и по оси симметрии нижний обтекатель, имеющий на его конце отсек с выдвижной штангой магнитометра и в нижней его нише с открываемыми створками опускаемую под воду лебедкой на тросе антенну гидроакустической станции, при этом в полетной конфигурации автожира с авторотирующими ДНВ при корабельном базировании БУСВ, несущим авиационные противолодочные и противокорабельные ракеты (АПР и ПКР), обеспечивает соответствующую борьбу с подводной лодкой (ПЛ) и надводным кораблем (НК), причем при противолодочной обороне используется опускаемая гидроакустическая система, состоящая из индикатора акустических сигналов и двух приемников для их приема от гидроакустической антенны, их кодирования и передачи по восьмиканальной закрытой связи на авианесущий корабль (АНК) для обработки в реальном масштабе времени при обнаружении ПЛ-цели, но и регистрации в запоминающем устройстве БСУ координат точки обнаружения ПЛ-цели при передаче на АНК и его КП, при этом высокочувствительным магнитометром, имеющим магниточувствительный элемент, работающий на расстоянии 30 м от водной поверхности, и связанным с БСУ БУСВ, предусматривающей выдачу команд на включение в расчетной точке магнитометра и на управление после срабатывания магнитометра при обнаружении ПЛ-цели, но и регистрации в запоминающем устройстве БСУ координат точки обнаружения ПЛ-цели при передаче на АНК и его КП, причем упомянутая БСУ имеет как радиоканал закрытой связи с АНК, так и радиолокационную станцию с передатчиком команд, оптико-электронную систему с двухканальным автоматом сопровождения цели и вычислительную систему с блоком автоматики многофункционального пульта управления, обеспечивающего при горизонтальном крейсерском полете самостоятельное нахождение ПЛ-цели, идентификации ее и принятие подтвержденного решения от оператора АНК об уничтожении им выбранных, при этом в процессе наведения одной или двух АПР залпа на цель автоматически определяется значение вводимого адаптивного угла упреждения, который при сближении с целью корректируется, причем введение угла упреждения в двух плоскостях осуществляется за счет разворота оси диаграммы направленности акустической головки электронным способом, обеспечивающим попадание одной или двумя АПР залпа преимущественно в прочный корпус ПЛ-цели, при этом планер выполнен из алюминиево-литиевых сплавов и композиционных материалов по малозаметной технологии с радиопоглощающим покрытием, а упомянутый фюзеляж, имеющий скошенные их боковые стороны в соответствующих его носовой, центральной и кормовой частях, уменьшая эффективную площадь рассеивания, образуют при виде спереди пятигранное или шестигранное поперечное сечение, но и среднюю часть фюзеляжа граненной конфигурации с острой средней линией, снабжен снизу отсеками колесного шасси и ПУ вооружения в бомбоотсеках, каждый из которых имеет автоматические створки с пилообразными поперечными и продольными их сторонами, причем комплекс вооружения имеет авиационные управляемые ракеты воздух-воздух, обеспечивающие борьбу с воздушной целью, и авиационные пушку или крупнокалиберный четырехствольный пулемет, установленные в обтекателе под носовой частью фюзеляжа и поражающие дозвуковые ударные беспилотные летательные аппараты (БЛА) и крылатые ракеты.In addition, the oncoming flow in aircraft and helicopter flight modes is simultaneously met by the leading edges of the fixed LKAS and the advancing outer blades of the left and right DNV, which, for example, rotating clockwise and counterclockwise in the DPNS-X2, have their retreating inner blades with the front and their rear edges, turning in direct flight, changing after installation at the opposite angle of attack, into the rear and leading edges of the fixed consoles of the fixed left and right LKAS, which have an equal or smaller angle of attack with their opposite blades with an adaptive dependence that excludes asymmetric stall along the span of their LKAS, while the blades of each LKAS have a symmetrical profile, which in the range of parameters of their angle of attack α = 3 ° ... α = 8 ° and their relative thickness

= 4% ...

= 8% provide, by increasing the flow velocity between the back vortices through the upper surface of a lenticular or rhomboid profile with rounded corners on its smaller diagonal, a significant reduction in resistance due to the fact that the lower rear vortex, moving backward from the trailing edge of the LKAS, will reduce the cross-sectional area the lower vortex with a significant increase in flow above the upper surface of the profile in the continuation of the leading quarter of the surface, causing a significantly lower pressure distribution in this part of the profile, with inverted V-shaped keels with steering surfaces mounted when viewed from the front on the outer sides of the tail booms down and outward under angle of 47 ° from the plane of symmetry, have corresponding pairs of infrared (IR) emitters with IR receivers in front and behind at the ends of their tips, while the fuselage, which has a trapezoidal configuration when viewed from the side, is made with a length of 1.1 ... 1.2 times larger diameter of DNV, which ensures placement as the consoles of the rotated KAIS above its canted fore and aft parts and along the axis of symmetry, as well as the DNV blades without extension from the end and nose of the fuselage in a traveling and transport configuration with pre-folded DNV blades to the center of mass and along the KAIS consoles along with the folded down end parts of the KAIS placed under the KAIS consoles, which have a span equal to the length of the fuselage, and the tail fin folded down alternately to the axis of symmetry, being placed one under the other in the aft fuselage, the width of the pre-folded keels does not exceed the width of the fuselage with rotated KAIS consoles and folded DNV blades in parking configuration, which reduces by 7.2 ... 7.3 times the parking area from the take-off area after, and in the transmission system, for example, one KGTD is located behind the center of mass in the aft nacelle, in which between the WWII and SST the intermediate gearbox is mounted coaxially with the last two , having a longitudinal along its axis as an input shaft from the SST, and an external output and in Internal coaxial shafts, the first of which transmits power through the clutch to WWII, and the second is extended after WWII and transfers torque through the clutch to the T-shaped main gearbox DPNS-X2 when viewed from the side, the vertical column of the output shaft of which, being a rigid axis the KAIS pivot joint, located coaxially and above the latter, has transverse shafts from it and inside the KAIS consoles, transmitting equal power to the corresponding DNV angle gearboxes when viewed from the front, mounted in vertically oriented drop-shaped fairings with output vertical shafts equidistant in plan from the center of mass , at the same time, in the modes of GDP and hovering with a specific load on the power of its CS, which is ρ _N = 2.05 kg / h.p., each mentioned SST is made with elements of digital program control, combining a control system for the formation of a safe flight (FPBP) at the specific vertical thrust-to-weight ratio of the DPNS-X2, which is ρ _VT = 1.68, includes the operating modes you SST both takeoff and emergency mode (BP and CR) when the required power is taken to drive the mentioned DNVs, respectively, both from two operating SSTs and from one of the operating SSTs with automatic equalization and equal redistribution of the remaining power between the two DNVs in case of failure the corresponding SST in the CGTD, for example, even in the latter case, after the automatic switching on of the PD of the work of the remaining SST in operation, which, with the specific vertical thrust-to-weight ratio of the mentioned DPNS-X2, which is ρ _VT = 1.23 or ρ _VT = 1.11, will provide two emergency modes vertical landing for 2.5 minutes or 30 minutes, respectively, while in each CCT, the UFBP system contains: one or more sensors that are configured to detect data related to the air flow rate (G _B , kg / s) through the CCT compressor, gas temperatures ( _TG , K) before the CCT turbine, the total compression ratio (K) of the compressor, and one or more sensors that are configured to detect the relative the th position of its fuselage, and the rotation discs of their DNV for their relative position relative to the ground level or the surface of the landing site, as well as various obstacles in the path of their safe descent; a flight control computer located in its BSU and operational with one or more sensors; the flight control computer is configured to: determine the relative position between its fuselage with its wheeled chassis and the ground level or surface of the landing pad; compare the relative position of its fuselage and its carrying system with their chosen relative position; determine the speed of the controlled descent required to move it to the selected relative position; convert tracker speed to flight control inputs; and also to provide a direct controlled safe descent to the selected relative position through the flight control inputs, and the mentioned DNVs are made with a rigid attachment of their blades and a pre-skewing machine that controls balancing along the course, pitch and roll by means of a corresponding change in the cyclic and total pitch of the DNV, while at the end the fuselage has a profiled aft part, which, forming a bearing surface, is integrated along the outer sides of the tail booms with tail fins and has a V-shaped trailing edge in plan, placed parallel to the beveled trailing edges of flat KGTD nozzles with a thermal absorbing coating that reduces IR visibility and axis of symmetry, the lower fairing, having at its end a compartment with a retractable magnetometer bar and in its lower niche with openable flaps, a hydroacoustic station antenna lowered under the water by a winch on a cable, while in the flight configuration of a gyroplane with autorotating DNV when ship-based, the CUSV carried we will infringe on aircraft anti-submarine and anti-ship missiles (APR and anti-ship missiles), provide appropriate combat against a submarine (PL) and surface ship (NK), and in anti-submarine defense, a descending hydroacoustic system is used, consisting of an indicator of acoustic signals and two receivers for receiving them from a hydroacoustic antennas, their encoding and transmission via eight-channel closed communication to an aircraft carrier (ANK) for real-time processing when a submarine target is detected, but also registration in the BSU memory of the coordinates of the submarine target detection point during transmission to the ANC and its CP, when this highly sensitive magnetometer, which has a magnetometer operating at a distance of 30 m from the water surface, and is connected to the BSU BUSV, providing for the issuance of commands to turn on the magnetometer at the calculated point and to control after the magnetometer is triggered when a PL target is detected, but also registration in the memory device BSU coordinates of point obn of the target submarine during transmission to the ANK and its command post, and the mentioned BSU has both a closed radio channel with the ANK and a radar station with a command transmitter, an optoelectronic system with a two-channel automatic target tracking and a computer system with an automation unit for a multifunctional control panel, providing, during horizontal cruising flight, the independent finding of the submarine target, identifying it and making a confirmed decision from the ANC operator to destroy the selected ones, while in the process of aiming one or two APR salvo at the target, the value of the introduced adaptive lead angle is automatically determined, which, when approaching the target is corrected, and the introduction of the lead angle in two planes is carried out by rotating the axis of the acoustic head pattern electronically, ensuring that one or two APR salvo hits mainly the strong body of the target submarine, while the airframe is made of aluminum-lithium alloys and composite materials using inconspicuous technology with a radio-absorbing coating, and the mentioned fuselage, having their beveled sides in their respective bow, central and aft parts, reducing the effective dispersion area, when viewed from the front, form a pentahedral or hexagonal cross-section, but also the middle part of the fuselage of a faceted configuration with a sharp middle line, equipped from the bottom with compartments for a wheeled chassis and launchers for weapons in bomb compartments, each of which has automatic doors with sawtooth transverse and longitudinal sides, and the armament complex has air-to-air guided missiles to combat air targets, and an aircraft cannon or a large-caliber four-barreled machine gun mounted in a fairing under the nose of the fuselage and striking subsonic attack unmanned aerial vehicles (UAVs) and cruise missiles.

In addition, when turning from the sweep angle χ = 0 ° of the left and right KAIS consoles, respectively, to the opposite sweep χ = -60 ° and χ = + 60 °, a parallel placement of the fixed DNV blades to the plane of symmetry is provided, and for loitering high-speed horizontal flight each DNV in a synchronously balanced carrier and autorotating system, which includes an automatic transmission (ACP) in the said main gearbox, which has said output transverse shafts to drive the DNV, each of which creates two streams: the first is takeoff with the release of the corresponding power from the said KGTD and the creation of a lifting thrust from the DNV, the second is cruising in the configuration of the gyroplane with the reception of power from the autorotation of each DNV to its corresponding stage, disconnecting both DNVs from the SST drive of the said KGTD, driving a reversible electric motor-generator (OMG), charging the batteries, and controlling the synchronous decrease and rotation speed of DNV, for example, up to 150 min ^-1 or 100 min ^-1 , and the angle of attack of the blades of the autorotating DNV, providing a share of an increase of 1 / 3-2 / 5 times the required lifting force of its mentioned KAIS, but also by the plane of rotation of the DNV blades, which is almost aligned with the corresponding air flow at speeds for little - or high-speed flight, leading to a decrease in the rotational resistance of the DNV by 12-15% of the total resistance of the profile of the DNV blades during their self-rotation and the possibility for the cruise flight modes of calculating the above-mentioned CAIS with its reduced geometry, which is 2 / 3-3 / 5 of the dimensions wing of a similar jet aircraft, while the OEMG, powered by batteries, provides, when airborne, for example, on a carrier fighter (IU), how to launch an SST in the said CGTD after unfolding the said LKAS from the flight-transport configuration to the flight configuration by means of the ACP drive of the said main gearbox disconnected from the transmission system, which provides the required speed of the automatic transmission with the following drive from the OEMG, which creates the required rotation of the shaft of each DNV in the horizontal plane with the provision of setting the required sweep angle of the LKAS of their DNV with the subsequent unfolding of the mentioned KAIS consoles and tail fin with the corresponding fixed placement of the LKAS, moreover, when the BUSV is airborne on the deck IN, moving on the suspended consoles of underwing PU, for example, two BUSVs with their flat side air intakes, having at their entrance dumped fairings or their large deflectable sides, which, moving up / down from / to their plate cut-off devices, respectively, open / close their entrance and folded said tail fin, KAIS with DNV and in the bomb bay with two Kh-38M anti-ship missiles, it has the ability to launch anti-ship missiles from a suspended state on the IN, undock and launch the BUSV with the IN to create a buffer robotic air zone between the IN and the air defense of the NK target, increasing the range of the X-38M anti-ship missile from 40 up to 400 km, while with ID its radar type H036 providing target designation is carried out, and the control of the BUSV - by the second pilot of the IN, using a low-altitude flight profile and the self-defense system of the BUSV - an active electronic jamming station, and upon reaching the area from which the NK target will be hit, the mentioned BUSV will fire a salvo or alternate launch of the anti-ship missile system with error correction, the accumulated combined inertial control system according to the data of the GLONASS satellite navigation system signal receiver, in the final flight segment of the anti-ship missile system, its IR homing head and software and hardware for autonomous target recognition are used, then the BUSV at a distance of 1560 km automatically returns to ANK.

In addition, for horizontal flight at an altitude of 11 km, reaching the marching thrust-to-weight ratio (MTV) of the first level - 0.234 and the second - 0.307, respectively, the power of its control unit is used 36% and 54% of the operating KGTD to drive its VOV in the configuration of the mentioned jet winged gyroplane and aircraft with PRS-R1, while in the configuration of a jet aircraft the mentioned half-wings of the XOS, the KAIS of which, having a sweep along its leading edge with an angle χ = 0 °, provides at an altitude of 11 km with MTV of the second level 0.307 a flight speed of Mach 0.6 (M ), and with an angle χ = ± 15 ° - M = 0.69, with an angle χ = ± 30 ° - M = 0.75, and with an angle χ = ± 45 ° - M = 0.79, with an angle χ = ± 60 ° - M = 0.828, and with an angle χ = ± 62.5 ° - M = 0.87, with an angle of CAIS χ = ± 65 ° and reaching the MTV of the third - 0.374 and the fourth level - 0.46, using respectively 72 % and 100% of the control system power, the speed M = 0.9 and M = 1.02 and the corresponding trans- and supersonic flight are provided, while the mentioned KGTD is equipped with an afterburner in front of the end of its jet nozzle, which is used in the flight modes or horizontal flight with open controlled flaps of the aft nacelle for additional air supply in front of the WWII and rear in front of the afterburner, which will make it possible, with an overload of 15%, to increase MTV at an altitude of 11 km from 0.46 to 0.69 and speed from М = 0.96 to М = 1.02, but also change the flight configuration from trans- to supersonic aircraft, respectively.

Due to the presence of these features, which make it possible to master an unmanned attack helicopter aircraft (UASV), which in a convertible configuration with a high-wing asymmetric variable sweep (KAIS) is equipped in a twin-rotor transverse-carrying scheme (DPNS) on KAIS consoles with two-bladed main rotor (DNV) in DPNS-X2 vertical thrust only during vertical and short take-off / landing (GDP and KVP) and in transient flight modes and at least one combined gas turbine engine (KGTD), made in the form of a by-pass engine having external and internal contours, respectively with a remote single-row fan (VOV) and at least one free power turbine (SST), transmitting the takeoff power of the SU through the transmission system to wide-chord DNV and / or one VOV, having blades with a large twist, operating according to a pulling scheme for creating a propulsive-reactive system (PRS-R1) sustainer thrust directed horizontally back and along the axis of symmetry when performing GDP and STOL, in horizontal or transient flight modes, but it is also equipped with a trapezoidal KAIS mounted on a hinge in the horizontal plane, mounted on top of the fuselage on its turning mechanism with a follower drive, which provides after the execution of the GDP and STOL from sweep χ = 0 ° of the right and left or left and right of its consoles change to the opposite sweep with an angle χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 ° corresponding, when viewed from above, a synchronous rotation on the vertical axis of rotation passing along the axis of symmetry and through the center of mass, and from the leading edge of the KAIS at a distance equal to 1/4 of its average aerodynamic chord, but also made with the possibility of transforming its flight configuration after performing a short or vertical takeoff from a rotorcraft or helicopter with a RPN -X2, respectively, into a jet high-speed gyroplane for loitering flight or a biplane aircraft at maximum or normal takeoff weight all, respectively, with two DNV operating in the modes of their autorotation or as upper blades-wings of asymmetric sweep (LKAS), equipped with the possibility of their synchronous fixation with the simultaneous organization, when viewed from above, of asymmetric parallel-mounted blades of two DNV, and the transformation of the DNV, carried out on transient flight modes sequentially, when, after takeoff, climb and acceleration, the blades, for example, the left and right DNV, are simultaneously stopped so that when viewed from above, their advancing blades are located in front and behind the KAIS and, accordingly, are fixed with a reverse and straight sweep at an angle χ = -30 ° and χ = + 30 ° to the leading edge of the corresponding CAIS consoles with a simultaneous subsequent change in the opposite sweep of the CAIS consoles to χ = ± 60 ° or χ = ± 65 ° with the organization for high-speed flight modes in the aircraft configuration mirror-asymmetric LCAS to the corresponding KAIS console, having endings rounded or triangular in plan, along with trapezoidal LKAS, fixed at an angle χ = ± 30 ° to the leading edge of the CAIS, for example, with a sweep angle of the right χ = -60 ° and its left console χ = + 60 °, forming together with the consoles CAIS the corresponding X-shaped sweep (XOS), transform, changing the sweep of the CAIS from χ = 0 ° to χ = ± 60 °, its large elongation with λ = 9.0 ... 10.77 to moderate elongation of the wing system of the XOS with λ = 3 , 48 ... 4.0 in a jet aircraft configuration, but vice versa. All this will make it possible to simplify controllability and increase its stability in a supersonic BUSV with KAIS and LKAS in the XOS half-wing system. In the configuration of an autogyro with an autorotating plane and an aircraft with an XOS half-wing system, the first of them is equipped with a multi-speed automatic transmission that controls the decrease in the rotation speed of the DNV to 150 min ^-1 or 100 min ^-1 and the angle of attack of the DNV blades, but also the plane of their rotation. This leads to a decrease in the rotational resistance of the DNV by 15%. In the event of a failure of the SST in the modes of GDP and freezing, the CGTD is made with automatic leveling and redistribution of the remaining power of the SST for the DNV drive, which increases safety. The placement of the CGTD with the SST in the PKG simplifies the transmission and, in the jet configuration of the winged gyroplane / aircraft, provides a speed of 550/880 km / h. At afterburner flight modes and a flight altitude of 11 km, the deck-mounted BUSV reaches a supersonic flight speed of 1084 ... 1105 km / h.

The proposed invention of a preferred embodiment of a deck-mounted supersonic BUSV having a KAIS at χ = ± 60 ° with LKAS and in a KMG KGTD with two SST, driving the DNV in the DPNS-X2 and / or VOV in the PRS-R1 with flat nozzles, is illustrated in Fig. 1 and general front, top and side views, respectively a), b) and c):

a) in the flight configuration of a jet helicopter and rotorcraft with KGTD and SST, driving the transmission system, respectively, DNV and DNV and VOV in PRS-R1, and transverse DNV rotating above the KAIS, creating a lift;

b) in the flight configuration of a helicopter and an airplane with DNV, shown with a fixed CAIS with χ = 0 ° and χ = ± 60 ° in a COS with LCAS and χ = ± 30 ° conventionally with a dotted line and with double leading edges and an air flow directed perpendicular to the front edge of the left DNV and parallel to the axis of symmetry of the right LCAS;

c) in a parking configuration with LKAS above the KAIS, having folded end parts, are placed along the axis of symmetry with the tail fin folded to the last.

The deck supersonic BUSV shown in Fig. 1, made according to the concept of DPNS-X2 and PRS-R1, has a glider made of aluminum alloys and composite carbon fiber, contains a fuselage 1, a trapezoidal KAIS 2 with flaps 3 and ailerons 4 on the end parts 5 is shown with a sweep χ = 0 ° and χ = ± 60 °, mounted on a pivot joint 6. Inverted V-shaped keels 7 with steering surfaces 8, mounted when viewed from the front on the outer sides of the tail booms 9, integrated with the profiled aft fuselage 1, having a V-shaped trailing edge 10 in plan, provided along the symmetry axis by the aft fairing 11, which has a retractable magnetometer rod and an antenna of the hydroacoustic station lowered by a winch on a cable under water (not shown in Fig. 1). Two SST in KGTD are installed in the aft nacelle 12 with an annular fairing VOV and the main gearbox (not shown in Fig. 1). The large sides 13 of the flat side air intakes of the fuselage 1 are made, opening / closing their entrance, tilted up / down to the plate cut-off devices 14. Above KAIS 2, on drop-shaped fairings 15, wide-chord right 16 and left 17 DNV are installed with trapezoidal blades having the direction of their rotation when top view counterclockwise and endings 18 rounded in plan, work with a change in their total and cyclic pitch when compensating for reactive torque in hover modes, made with a rigid mount and an automatic skewer of their blades DNV 16-17, but also the possibility of fixing two LKAS with a mirrored KAIS console with a sweep χ = ± 30 °. The aft nacelle 12 KGTD has front and rear controllable flaps 19 for additional air supply to it, but also the external and internal circuits with VOB in PRS-R1 and SST, made with a front shaft outlet for taking power from the SST and its transmission to the intermediate and main gearboxes (not shown in Fig. 1), which redistributes 100% or 72% and 100% of the takeoff power of the control system, respectively, when hovering between DNV 16-17 in DPNS-X2 or during trans- and supersonic cruising at WWII in PRS- R1 from SST, having at the end of the nacelle 12 flat jet nozzles 20 with beveled trailing edges in plan, arranged parallel to the V-shaped trailing edge 10. Inverted keels 7, deflected downward and outward from the plane of symmetry, have front and back at their ends endings corresponding pairs of IR emitters 21 with IR receivers 22. A tricycle retractable wheel chassis with a front 23 and main side supports 24.

Control of the BUSV is provided by cyclic and general change of the step DNV 16-17 and deflection of the ailerons 4 and steering surfaces 8. When cruising high-speed or high-speed flight in the configuration of a jet gyroplane or aircraft, lift is created by autorotating DNV 16-17 with KAIS 2 or KAIS 2 with fixed LKAS 16-17 DNV (see Fig. 1b), cruising jet thrust - WWII in PRS-R1 through jet flat nozzles 20, in the transition mode - KAIS 2 with DNV 16-17. After the creation of the lifting thrust DNV 16-17 in the DPNS-X2, the modes of GDP and hovering or KVP are provided when jet thrust is created by flat nozzles 20 (see Fig. 1a). When performing a runoff and hovering, a change in the roll and pitch, heading, balancing is ensured, respectively, by a differential change in the thrust of two DNV 16-17 and by a change in the corresponding cyclic step by means of their swashplate (see Fig. 1a). After vertical take-off and climb, an acceleration flight is performed at speeds of more than 300 ... 350 km / h and a corresponding decrease in the rotation speed of the transverse DNV 16-17 is carried out.

As the acceleration progresses with an increase in the lift force of KAIS 2, the lift force of DNV 16-17 decreases. When the flight speeds of 450 ... 500 km / h are reached and for the transition to the airplane flight mode, the DNV 16-17 stops synchronously and is fixed so that its LKAS 16-17 are placed when viewed from above outward from the axis of symmetry and with an opposite sweep along their leading edges, forming the wings of the COS with χ = ± 30 ° (see Fig. 1b). When jet thrust is created by flat nozzles 20, a supersonic cruise flight of the BUSV is performed at a flight altitude of 11 km, in which directional control is provided by asynchronous deflection of rudders 8 on keels 7. Longitudinal and transverse control is carried out by synchronous and differential deflection, respectively, of rudders 8 on keels 7 and external ailerons 4 on KAIS 2.

Thus, a supersonic BUSV with KGTD and two SST, which has to create vertical thrust DNV in DPNS-X2 and horizontal thrust VOV in PRS-R1, is a tiltrotor with operating DNVs or their LKAS fixed, changing its flight configuration only due to changes in operating conditions DNV so that the incoming flow during helicopter and airplane flight modes meets simultaneously the leading edges of the advancing blades of the DNV and fixed LKAS, respectively, when, when the left / right DNV rotates in the DPNS-X2, their retreating inner blades with their trailing and leading edges turn into direct flight after fixing, respectively, in the front and rear edges of the inner consoles of their fixed LKAS. That will allow KAIS and LKAS with an angle of attack α = 6 ° and their sweep in the XOS system χ = ± 30 °, in contrast to their elliptical profile with a blunt trailing edge, which creates more resistance to the profile than the sharp trailing edge of the lenticular profile, to reduce the weight of the deck airframe. ACSV, made using inconspicuous technology with radio-absorbing materials, to increase the takeoff weight by 17%, or the flight range by 29% while maintaining the takeoff weight as part of the aviation group of two ACSVs (see Table 1), especially with the lead hybrid attack helicopter aircraft (GUSV).

Undoubtedly, the widespread use in the combined control system of the KGTD, the VOV of which is created on the basis of turbines from the D-30KU type turbojet engine, will make it possible to master the family of supersonic BUSV and GUSV (see Table 1), based on ANK, increasing their combat resistance and creating a buffer zone between Air defense NK-target and ANK or its IN

Claims (4)

1. An unmanned attack helicopter aircraft (BUSV), which has a fuselage, an armament complex on launchers (PU), a wing with controls, a power plant engine (SU), an on-board control system (BSU), which provides telemechanical control from a command post (CP ) of a carrier ship, characterized in that it is equipped in a convertible configuration with a high-wing asymmetric variable sweep (KAIS) in a twin-screw transverse-carrying scheme (DPNS) on KAIS consoles with two-bladed main rotors (DNV), creating a vertical thrust in the DPNS-X2 only during vertical and short take-off / landing (GDP and KVP) and in transient flight modes, and at least one combined gas turbine engine (KGTD), made in the form of a by-pass engine, having external and internal circuits, respectively, with an external single-row fan (BOB) and with at least one free power turbine (STT) transmitting the takeoff power of the SU through the trans missions to wide-chord DNV and / or one WWII, having blades with a large twist, operating according to a pulling scheme to create a propulsive-reactive system (PRS-R1) sustainer thrust directed horizontally along the axis of symmetry when performing VVP and KVP, on horizontal or transient flight modes, but it is also equipped with a trapezoidal KAIS mounted on a hinge swiveling in the horizontal plane, mounted on top of the fuselage on a turning mechanism with a tracking drive, which, after the runoff and stranded aircraft have been completed, from the sweep χ = 0 ° of its right and left or left and right consoles change to the opposite sweep with an angle χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 ° corresponding, when viewed from above, a synchronous rotation on the vertical axis of rotation passing along the axis of symmetry and through the center of mass, and from the leading edge of the KAIS at a distance equal to 1/4 of its average aerodynamic chord, but it is also made with the possibility of converting its flight configuration after performing a short or vertical take-off from a rotorcraft or a helicopter with DPNS-X2, respectively, into a jet high-speed gyrocopter for patrolling flight or an aircraft with a biplane scheme at maximum or normal takeoff weight, respectively, with two aircraft operating in their autorotation modes or as upper wing blades of asymmetric sweep (LKAS ), equipped with the possibility of their synchronous fixation with the simultaneous organization of asymmetric parallel-mounted blades of two DNVs when viewed from above, and the transformation of the DNV carried out in transient flight modes sequentially, when, after takeoff, climb and acceleration, the blades, for example, left and of the right DNV are simultaneously stopped so that, when viewed from above, their advancing blades are located in front and behind the KAIS and, respectively, are fixed with a reverse and straight sweep at an angle χ = -30 ° and χ = + 30 ° to the leading edge of the corresponding KAIS consoles with a simultaneous subsequent change the opposite sweep of the CAIS consoles up to χ = ± 60 ° or χ = ± 65 ° with the organization for high-speed flight modes in the aircraft configuration mirror-asymmetric LCAS to the corresponding CAIS console, which has rounded or triangular tips in plan equal to the trapezoidal LCAS fixed at an angle χ = ± 30 ° to the leading edge of the CAIS, for example, with the sweep angle of the right χ = -60 ° and its left consoles χ = + 60 °, which together with the CAIS consoles form the corresponding X-shaped sweeps (XOS), transform, changing the sweep of the CAIS from χ = 0 ° to χ = ± 60 °, its large elongation from χ = 9.0 ... 10.77 to moderate elongation of the COS wing system with λ = 3.48 ... 4.0 in the configuration of a jet aircraft, but also vice versa. 2. An unmanned attack helicopter aircraft according to claim 1, characterized in that the incident flow during the aircraft and helicopter flight modes is simultaneously met by the leading edges of the fixed LKAS and the advancing outer blades of the left and right DNV, which, for example, rotating clockwise and counterclockwise arrows in DPNS-X2, have their retreating inner blades with their front and rear edges, turning in direct flight, changing, after installation at the opposite angle of attack, into the rear and front edges of the fixed consoles of the fixed left and right LKAS, which have blades with opposite blades equal-area or smaller angle of attack with adaptive dependence, excluding asymmetric flow stall along the span of their LKAS, while the blades of each LKAS have a symmetric profile, which in the range of parameters of their angle of attack α = 3 ° ... α = 8 ° and their relative thickness

= 4% ...

= 8% provide, by increasing the flow velocity between the back vortices through the upper surface of a lenticular or rhomboid profile with rounded corners on its smaller diagonal, a significant reduction in resistance due to the fact that the lower rear vortex, moving backward from the trailing edge of the LKAS, will reduce the cross-sectional area the lower vortex with a significant increase in flow above the upper surface of the profile in the continuation of the leading quarter of the surface, causing a significantly lower pressure distribution in this part of the profile, with inverted V-shaped keels with steering surfaces mounted when viewed from the front on the outer sides of the tail booms down and outward under angle of 47 ° from the plane of symmetry, have corresponding pairs of infrared (IR) emitters with IR receivers in front and behind at the ends of their tips, while the fuselage, which has a trapezoidal configuration when viewed from the side, is made with a length of 1.1 ... 1.2 times larger diameter of DNV, which ensures placement as the consoles of the rotated KAIS above its canted fore and aft parts and along the axis of symmetry, as well as the DNV blades without extension from the end and nose of the fuselage in a traveling and transport configuration with pre-folded DNV blades to the center of mass and along the KAIS consoles along with the folded down end parts of the KAIS placed under the KAIS consoles, which have a span equal to the length of the fuselage, and the tail fin folded down alternately to the axis of symmetry, being placed one under the other in the aft fuselage, the width of the pre-folded keels does not exceed the width of the fuselage with rotated KAIS consoles and folded DNV blades in parking configuration, which reduces by 7.2 ... 7.3 times the parking area from the take-off area after, and in the transmission system, for example, one KGTD is located behind the center of mass in the aft nacelle, in which between the WWII and SST the intermediate gearbox is mounted coaxially with the last two , having a longitudinal along its axis both an input shaft from the SST and an external output and internal coaxial shafts, the first of which transmits power through the clutch to the VOB, and the second is extended beyond the VOB and transfers torque through the clutch to the T-shaped main gearbox DPNS-X2 when viewed from the side, the vertical column of the output shaft of which, being a rigid axis the KAIS pivot joint, located coaxially and above the latter, has transverse shafts from it and inside the KAIS consoles, transmitting equal power to the corresponding DNV angle gearboxes when viewed from the front, mounted in vertically oriented drop-shaped fairings with output vertical shafts equidistant in plan from the center of mass , at the same time, in the modes of GDP and hovering with a specific load on the power of its CS, which is ρ _N = 2.05 kg / h.p., each mentioned SST is made with elements of digital program control, combining a control system for the formation of a safe flight (FPBP) at specific vertical thrust-to-weight ratio of the DPNS-X2, which is ρ _VT = 1.68, includes the operating modes SST withdraws both takeoff and emergency mode (VR and CR) when the required power is taken to drive the mentioned DNVs, respectively, both from two operating SSTs and from one of the operating SSTs with automatic equalization and equal redistribution of the remaining power between the two DNVs in case of failure the corresponding SST in the CGTD, for example, even in the latter case, after the automatic switching on of the PD of the work of the remaining SST in operation, which, with the specific vertical thrust-to-weight ratio of the mentioned DPNS-X2, which is ρ _VT = 1.23 or ρ _VT = 1.11, will provide two emergency modes vertical landing for 2.5 minutes or 30 minutes, respectively, while in each CCT, the UFBP system contains one or more sensors that are configured to detect data regarding the air flow rate (G _B , kg / s) through the CCT compressor, gas temperatures ( T _G , K) before the CCT turbine, the total compression ratio (K) of the compressor, as well as one or more sensors that are configured to detect the relative th position and its fuselage, and rotational disks of their DNV for their relative position relative to the ground level or the surface of the landing site, as well as various obstacles in the path of their safe descent, a flight control computer located in its BSU and is in working condition with one or multiple sensors, the flight control computer is configured to determine the relative position between its fuselage with its wheeled landing gear and ground level or surface of the landing pad, compare the relative position of its fuselage and its carrier system with their chosen relative position, determine the speed of controlled descent required to move it to the selected relative position, convert the speed of the tracking device into flight control inputs, and also provide a direct controlled safe descent to the selected relative position through the flight control inputs, and the mentioned DNVs are made with rigid attachment of their blades Astey and the automatic skew, which controls the balancing along the course, pitch and roll by means of a corresponding change in the cyclic and total pitch of the DNV, while at the end of the fuselage there is a profiled aft part, which, forming a load-bearing surface, is integrated along the outer sides of the tail booms with the tail fins and has A V-shaped trailing edge in plan, located parallel to the beveled trailing edges of flat nozzles KGTD with a heat-absorbing coating that reduces IR visibility, and along the axis of symmetry, the lower fairing, which has a compartment at its end with a retractable magnetometer rod and in its lower niche with openable flaps, lowered under the water with a winch on a cable, the antenna of the hydroacoustic station, while in the flight configuration of the gyroplane with autorotating DNV when ship-based, the BUSV, carrying aviation anti-submarine and anti-ship missiles (APR and anti-ship missiles), provides an appropriate fight against the submarine (PL) and surface ship (NK) , and with anti-submarine For the defense, a descending hydroacoustic system is used, consisting of an indicator of acoustic signals and two receivers for receiving them from a hydroacoustic antenna, encoding them and transmitting them via eight-channel closed communication to an aircraft-carrying ship (ANC) for real-time processing when a submarine target is detected, but also registration in the storage device of the BSU of the coordinates of the detection point of the submarine target during transmission to the ANK and its CP, with a highly sensitive magnetometer having a magnetically sensitive element operating at a distance of 30 m from the water surface, and connected with the BSU of the BSU, providing for the issuance of commands for inclusion in the calculated to the point of the magnetometer and to control after the magnetometer is triggered when a submarine target is detected, but also registration in the memory of the BSU of the coordinates of the detection point of the submarine target during transmission to the ANK and its command post, and the mentioned BSU has both a radio channel of closed communication with the ANK and a radar station with command transmitter, optical-electronic a system with a two-channel automatic target tracking and a computer system with an automation unit for a multifunctional control panel, which provides an independent finding of a submarine target during horizontal cruising flight, identifying it and making a confirmed decision from an ANC operator to destroy the selected ones, while in the process of guiding one or two APR A salvo to the target is automatically determined by the value of the introduced adaptive lead angle, which is corrected when approaching the target, and the lead angle in two planes is introduced by rotating the axis of the acoustic head directivity pattern electronically, which ensures that one or two APR salvo hits the strong body of the submarine. targets, while the airframe is made of aluminum-lithium alloys and composite materials using an inconspicuous technology with a radio-absorbing coating, and the mentioned fuselage, which has their beveled sides in the corresponding bow, is centrally th and aft parts, reducing the effective dispersion area, when viewed from the front, form a pentahedral or hexagonal cross-section, but also the middle part of the fuselage of a faceted configuration with a sharp centerline, is equipped from below with compartments for a wheeled chassis and launchers for weapons in bomb compartments, each of which has automatic flaps with sawtooth transverse and longitudinal sides, and the armament complex has air-to-air guided missiles to combat air targets, and an aircraft cannon or a large-caliber four-barreled machine gun installed in a fairing under the nose of the fuselage and striking subsonic attack unmanned aerial vehicles (UAVs) and cruise missiles. 3. Unmanned attack helicopter aircraft according to any one of paragraphs. 1, 2, characterized in that when turning from the sweep angle χ = 0 ° of the left and right KAIS consoles, respectively, to the opposite sweep χ = -60 ° and χ = + 60 °, parallel placement of the fixed DNV blades to the plane of symmetry is provided, and for the loitering high-speed horizontal flight, each DNV in a synchronously balanced carrier and autorotating system, which includes an automatic transmission (ACP) in the said main gearbox, which has said output transverse shafts to drive the DNV, each of which creates two streams: the first is a takeoff with the release of the corresponding power from the mentioned KGTD and the creation of a lifting thrust from the DNV, the second is cruising in the configuration of the gyroplane with the reception of power from the autorotation of each DNV to its corresponding stage, which disconnects both DNVs from the SST drive of the mentioned KGTD, which drives a reversible electric motor generator (OMG), which charges the batteries, and controlling the synchronous decrease and rotation speed of the DNV, for example , up to 150 min ^-1 or 100 min ^-1 , and the angle of attack of the blades of the autorotating DNV, providing a share of an increase of 1 / 3-2 / 5 times the required lifting force of its mentioned KAIS, but also by the plane of rotation of the DNV blades, which is almost aligned with the corresponding air flow at speeds for low- or high-speed flight, leading to a decrease in the rotational resistance of the DNV by 12-15% of the total resistance of the airfoil of the DNV blades during their self-rotation and the possibility for the cruise flight modes of calculating the above-mentioned CAIS with its reduced geometry, which is 2/3 -3/5 of the dimensions of the wing of a similar jet aircraft, while the OEMG, powered by batteries, provides, when airborne, for example, on a fighter-carrier (IN), how to launch an SST in the said CGTD after unfolding the said LKAS from the flight-transport configuration to the flight configuration by means of the automatic transmission drive of the aforementioned main gearbox, disconnected from the transmission system, providing the automatic transmission with a follower drive required the number of revolutions of the OEMG, which creates the required rotation of the shaft of each DNV in the horizontal plane, ensuring the setting of the required sweep angle of the LKAS of their DNV with the subsequent unfolding of the mentioned KAIS consoles and tail fin with the corresponding fixed placement of the LKAS, moreover, when the BUSV is airborne on the deck IN, moving on the suspended console of the underwing PU, for example, two BUSVs with their flat side air intakes, having at their entrance dumped fairings or their large deflectable sides, which, moving up / down from / to their plate cut-off devices, respectively, open / close their entrance and folded said tail fin , KAIS with DNV and in the bomb bay with two Kh-38M anti-ship missiles, has the ability to launch anti-ship missiles from a suspended state to the IN, undock and launch the BUSV with the IN to create a buffer robotic air zone between the IN and the air defense of the NK target, increasing the range of the X-38M anti-ship missile from 40 to 400 km, while with ID its radar type N036 provides target designation, and control of the ACSV - by the second pilot of the IN, using a low-altitude flight profile and the self-defense system of the ACSV - an active electronic jamming station, and upon reaching the area from which the NK target will be hit, the said ACSV will fire a salvo or alternate launch of the anti-ship missile system with error correction accumulated by the combined inertial control system according to the data of the signal receiver of the GLONASS satellite navigation system, in the final flight segment of the anti-ship missile system, its IR seeker and software and hardware for autonomous target recognition are used, then the BUSV at a distance of 1560 km automatically returns to the ANC. 4. Unmanned attack helicopter aircraft according to any one of paragraphs. 1, 2, characterized in that for horizontal flight at an altitude of 11 km, reaching the cruise thrust-to-weight ratio (MTV) of the first level - 0.234 and the second - 0.307, respectively, the power of its control unit is used 36% and 54% of the operating KGTD to drive its VOV in the configuration of the mentioned jet winged gyroplane and aircraft with PRS-R1, while in the configuration of the jet aircraft the mentioned half-wings of the XOS, the CAIS of which, having a sweep along its leading edge with an angle χ = 0 °, provides at an altitude of 11 km at an MTV of the second level 0.307 flight speed 0 , 6 Mach (M), and with an angle χ = ± 15 ° - M = 0.69, with an angle χ = ± 30 ° - M = 0.75, and with an angle χ = ± 45 ° - M = 0.79 , at an angle χ = ± 60 ° - M = 0.828, and with an angle χ = ± 62.5 ° - M = 0.87, at an angle of KAIS χ = ± 65 ° and reaching the MTV of the third - 0.374 and the fourth level - 0, 46, using respectively 72% and 100% of the power of the control system, the speed M = 0.9 and M = 1.02 and the corresponding trans- and supersonic flight are provided, while the said CGTD is equipped with an afterburner in front of the end of its jet nozzle, is used in take-off modes or in horizontal flight with open controllable flaps of the aft nacelle for additional air supply in front of the WWII and rear in front of the afterburner, which will allow, with an overload of 15%, to increase MTV at an altitude of 11 km from 0.46 to 0, 69 and speed from M = 0.96 to M = 1.02, but also change the flight configuration from trans- to supersonic aircraft, respectively.

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