RU2127202C1 - Method of creating system of forces of aircraft of aeroplane configuration and ground-air amphibious vehicle for implementing this method - Google Patents

Abstract

FIELD: transport engineering; ground-air amphibious vehicles using water and ground effect for their operation and capable of flying outside the zone of its action. SUBSTANCE: essence of group of inventions comes to the following. When creating flying force system, gas-dynamic transmission of energy from gas generators to lifting propulsors-fans, cruise propulsion device and gas-jet curtain building device of air static cushion is provided. Additional freight and passenger modules are arranged at end parts of wing which are formed, together with fuselage, as airfoil profiles. Static air cushion is formed under ground-air amphibious vehicle by means of lifting propulsors-fans close of vehicle bottom. Reaction jet is directed towards surface, and suction of boundary layer from upper aerofoil section is provided. Action of created system of forces is distributed rationally among vehicle structures, thus providing changes in stresses in vehicle structure members. ground-air amphibious vehicle of aeroplane configuration has fuselage with passenger compartments and/or freight compartments and lifting wing with plates. Gas generators building thrust and air cushion are connected with slave mechanisms of cruise propulsion device and above indicated lifting fans. EFFECT: improved aerodynamic, design, transport and operating characteristics of vehicles. 13 cl, 1 tbl, 15 dwg

Description

 The invention relates to vehicles of an aircraft circuit designed for operation on short and medium routes for transporting an increased flow of passengers and goods. More precisely, it relates to methods for improving the aerodynamic and transport characteristics of aircraft-type apparatuses using the screen effect above water and a solid surface and named for their motion characteristics by ground-air amphibians (NVA), due to the implementation of new structural elements in them, as well as providing stability characteristics and handling during take-off, cruising, and landing. Such aircraft are capable of taking off and landing at aerodromes of any category or without aerodromes at all, carry an increased number of passengers or cargo on board due to improved bearing and operational properties, which ensures cost-effective transportation.

 A known method of improving the aerodynamic quality of an aircraft and the design of the aircraft for its implementation (see the description of the invention according to international application N 096/33896 according to class IPC B 60 V 1/08, international publication 31.10.96).

 A known method of increasing the aerodynamic quality of an aircraft is that during the flight of the aircraft, a pressure zone is created between its wing and the shielding surface. Upon reaching a flight speed exceeding the speed of screen flight, part of the air is removed from the high pressure zone. The extracted part of the air is accelerated to a speed exceeding the speed of the incoming air flow, and then released on the upper surface of the wing in the direction of its trailing edge. The aircraft contains a wing, including longitudinal and transverse power elements, as well as channels located between the longitudinal power elements.

 The disadvantage of this method and the aircraft for its implementation is the fall of aerodynamic quality with increasing speed to values close to aircraft. This is due to an increase in the dynamic component of the lifting force with increasing flight speed, which in turn leads to an increase in flight altitude, while the screen component of the lifting force decreases.

 There is also a method for optimizing the aerodynamic and transport characteristics of an aircraft by changing its structural elements (see the description of the invention to international application WO N 97/17241 according to IPC B 60 V 1/08, international publication 08/15/97). The apparatus comprises a body, tail, wings located on both sides of the body and having a triangle shape in plan. The angle of attack of the wing is made variable, its value increases as it approaches the hull.

 However, such an aircraft is adapted to fly only in the area of the screen effect and cannot fly outside it.

 The closest in technical essence of the analogues found is a method of improving the aerodynamic and transport efficiency of an aircraft of an aircraft type, embodied, for example, in the design of a passenger aircraft of the Yak-42M type or its analogue - a Boeing-737-300 passenger aircraft. Famous vehicles contain in their design the most advanced technical solutions aimed at improving aerodynamic and transport characteristics. In particular, these aircraft use a highly mechanized wing that ensures aerodynamic quality in cruise flight up to K = 19, which allows you to carry 150-170 passengers at a range of 2500 - 4000 km with a fuel consumption of 1 passenger / km 18.5 - 21 grams. The apparatus contains a fuselage, wings with controls, a tail stabilizer, a gas turbine power plant. Such a device has a takeoff weight of 63.6 tons.

A disadvantage of known aircraft-type aircraft is the high cost of transportation due to the low transport efficiency of the devices themselves, which is explained by the need to have or perform the following for their operation:
1) expensive runways with all the most complicated navigation systems and support services;
2) operations of transshipment-transshipment of goods to other vehicles or to terminals for subsequent loading into other vehicles;
3) the construction of energy-intensive and expensive airports and access roads, which in turn requires the alienation of large areas of land, destruction of forests, vegetation;
4) the requirement of high professional knowledge, skills, good health of personnel for the operation of an aircraft with a high degree of complexity; this is especially true for piloting during takeoff and landing, as it is carried out in a traditionally complicated way;
5) the high level of danger to which people and cargo are exposed when transporting them at high altitudes, as well as during take-off and landing;
6) a high degree of power-to-weight ratio of aircraft requires high costs of hydrocarbon fuels spent per unit mass of cargo carried; at the same time, the share of the payload from the mass of the aircraft of the most advanced design leaves only 20 - 25% when transporting to the claimed range;
7) long payback and construction periods associated with the high cost of their development and construction, long creation periods, as well as high cost of operation.

 The objective of the present invention is to develop a method of creating a system of forces for an aircraft of an aircraft circuit to improve its aerodynamic, structural and transport characteristics, an effective way to control its movement, as well as providing stability and controllability characteristics both near the screen and outside it. The proposed method of creating a system of forces includes the creation of lifting, pulling and control forces that ensure takeoff of the aircraft, landing, movement and maneuvering.

Another objective of the invention is the development of a new aircraft aircraft, devoid of the disadvantages of the prototype aircraft and equipped on the principle of ground-air amphibian (NVA), which allows you to:
take-off and landing from unprepared surfaces;
movement not only in ground mode with high aerodynamic quality, but also in free flight mode;
flight stabilization and simplified control of aircraft movement in all modes, including takeoff and landing;
the cost-effectiveness of transporting passengers and goods over long distances and increasing flight safety.

To solve these problems, an aircraft of an aircraft circuit is given the properties of a ground-air amphibian (NVA) and creates a force system for it, including lifting, pulling and control forces, due to the following:
- provide gas-dynamic energy transfer from gas generators to lifting propulsors-fans, mid-propulsion propulsion device and to a device for creating a gas-jet curtain;
- at the end parts of the wing have additional cargo-passenger modules;
- these modules and fuselage are arranged in the form of aerodynamic profiles;
- form gas-jet curtains and create a static air cushion under the lower bearing surfaces of the apparatus;
- blow off the boundary layer from the upper surfaces;
- lifting movers-fans are located near the bottom of the apparatus;
- create a jet stream directed towards the supporting surface and provide separation of the apparatus and maneuvering near the supporting surface;
- redistribute the energy supply between the lifting propulsors-fans and the main propulsion and carry out the movement of the apparatus;
- turn off the lifting propulsion fans and transfer all the energy to the marching propulsion drive, cruising the apparatus near the screen at a distance less than the average chord of the wing from the supporting surface, and ensure high aerodynamic quality of the aircraft as a whole;
- rudders of height and direction are located in the zone of action of the jet stream, discarded by the march propulsion, and provide control of the device in the entire range of speeds;
- change the angle of attack of the apparatus, apply the rated power to the drive of the marching propulsion device and perform free flight at altitudes greater than the average chord of the wing;
- distribute the effect of the generated lifting forces on the apparatus structure and change the stress structure in the structural elements of the apparatus by creating additional lifting forces in places of concentration of power loads, that is, give the fuselage and mounted modules a positive angle of attack.

 As an embodiment of the method of creating a system of lifting forces of an aircraft, the center of mass of the aircraft is located inside the perimeter of the geometric figure formed by the points of application of the bearing forces acting on the elements of the airframe and provide stable movement of the device, including at low speeds. In this case, the center of gravity of the masses is placed in front of the point of application of the resulting lifting force and ensures the controllability of the apparatus. The blades of the lifting propulsion fans are performed with a large chord, for example, of a saber shape, they use the screen effect when the apparatus is located near the supporting surface, bring the rotation speed at the ends of the fan blades to values close to the speed of sound, and receive additional lifting force. In addition, they create a static air cushion in at least three independent chambers, the centers of application of the forces of the chambers are arranged symmetrically with respect to the longitudinal axis of the apparatus and not on one straight line, but, for example, according to the principle of a three-leg chassis, which ensures the stability of the apparatus when operating on an air cushion. They increase the wing area by releasing flaps in front of them and create an air cushion under it, which increases the wing's lift. They create additional forces at the input and / or output devices of the lifting propulsion fans, directed perpendicular to the direction of movement of the apparatus in a plane parallel to the supporting surface, and move the apparatus in one of these directions.

The aircraft of the aircraft circuit is made in the form of a ground-air amphibian (NVA), which implements the claimed method of creating a force system, contains a fuselage with passenger cabins and / or additional compartments, a wing, a power plant, a unit with gas generators equipped with air intakes, keel, stabilizer , aileron flaps, elevators and directions. In this case, the wing is made with washers at the ends with attached mounted detachable modular sections. The fuselage and mounted modular sections are made in the form of aerodynamic bearing profiles with a large mid-aerodynamic chord and have their own lower bearing surfaces with an angle of attack greater than 0 ^o , but less than the angle of attack of the wing. The wing is made with small elongation and enlarged chord, equipped with shields, aileron-flaps and a slat-interceptor. The wing at the junction with the fuselage has vertically arranged through annular channels in which lifting movers-fans with drives from free turbines are installed. These fans are made bearing and installed in the area of influence of the screen.

 The fuselage and wing have a lower surface, divided by skegs, shields, and aileron flaps into sections that delimit three independent chambers of a static air cushion, which are located on the principle of a three-wheeled landing gear and are equipped with a device for creating an adjustable gas-jet curtain. The fuselage is equipped with front and rear shields with nozzles made therein to hold the air bag by means of gas jets flowing from the nozzles in the form of a continuous curtain. Each of the two lifting propulsion fans is located above the two indicated airbag chambers at the same time, namely above the wing chamber and the fuselage chamber. This design solution allows you to inflate the largest airbag chamber under the fuselage with two fans at once.

 The power plant includes gas generators, a propulsion engine and two lifting propulsion fans with used mechanisms, for example, in the form of free turbines. All these mechanisms are interconnected by gas pipelines with gas distribution devices. The power plant is made with a developed flow part both at the inlet to the gas generators and at the outlet. The flow part has spatial rotations, and its inner and outer surfaces are covered with an adhesive and heat-reflecting layer, which provides thermostatic properties to gas pipelines. Gas generators are located inside the fuselage near the center of gravity of the apparatus. The air inlets of the gas generators are combined into a common air intake channel and carried to the frontal part of the fuselage in the area of possible disruption of the boundary air flow. The air intakes of these fans built into the wing are equipped with louvred grilles.

As one of the options for the proposed design of ground-air amphibians (HBA), the air intake channel can be made rectangular in its cross section and is located throughout the span of the upper arch of the fuselage. Inside the air intake channel is equipped with an air-cleaning device, made, for example, in the form of a separator. Aileron-flaps, flaps and skegs around the perimeter are equipped with calibrated nozzles, which are arranged in several rows in a checkerboard pattern with constant pitch and are connected to the gas pipeline with outputs from the fan drives. In this case, the nozzles are arranged so that the exhaust gas is blown out at an angle to the vertical towards the high-pressure region of the airbag. Each blade of the lifting propulsion fan, and there are only six of them in each fan, is made with an enlarged chord and has a saber shape in plan and a variable angle of attack in scope. Aileron-flaps and flaps with calibrated nozzles are located across between the longitudinal skeg guards and serve as a device for locking the airbag chambers. The front flaps are made to rotate an angle of more than 90 ^o relative to the horizontal plane. The shields and aileron-flaps of the device for creating a gas-jet curtain of the airbag chambers are made adjustable in relation to the position to the vertical plane. On the front of the wing, the span-interceptor is located throughout its entire span, forming an adjustable slot nozzle with deflected flaps.

 A brief description of the drawings.

 The drawings schematically depict an aircraft of an aircraft circuit made in the form of ground-air amphibian (NVA), the construction of which implements the proposed method of creating a system of forces providing a comprehensive improvement in the aerodynamic and transport characteristics of a new type of aircraft: FIG. 1 is a diagram of an aircraft NVA, a general view in plan; FIG. 2 is the same as in FIG. 1, side view; FIG. 3 is the same as in FIG. 1, front view; FIG. 4 is the same as in FIG. 1, rear view; FIG. 5 is a diagram of an NVA aircraft, side view with a released cargo ramp; FIG. 6 is the same as in FIG. 5 is a plan view of the ramps released; FIG. 7 is a cross section along the axis of the lifting propulsion fan; FIG. 8 is a section AA in FIG. 1, gas-jet curtain air cushion; FIG. 9 is a fragment of the layout of the power plant, a gas generator, a gas distribution device, a lifting mover-fan and a gas pipeline, a plan view; FIG. 10 is the same as in FIG. 9 is a side view; FIG. 11 is the same as in FIG. 1, bottom view; FIG. 12 is a layout diagram of the blades of a lifting propulsion fan, a plan view; FIG. 13 is a diagram of an aircraft of an NVA, a diagram of a deck in plan and a layout of passenger seats; FIG. 14 is a graph comparing the characteristics of various aircraft; FIG. 15 is a diagram of the location of the points of application of the lifting forces and the center of gravity of the NVA.

Aircraft of an aircraft circuit, for example, an NVA ground-air amphibian, contains a fuselage 1 with passenger cabins and / or cargo compartments 2 and a marching propulsion 3. The carrier wing 4 is made with low elongation and has mounted passenger or cargo modular sections 5 attached to the ends washers 6. The take-off and landing device is made in the form of supporting lifting propulsors-fans 7 located at the junction of the fuselage 1 and wing 4. The lower bearing surfaces of the fuselage 1 and modules 5, limited by longitudinal skegs 8, have tanovochny angle of attack α is greater than 0 ^o, but less than the angle of attack. The carrier wing 4 has a sweep in plan view along the leading and trailing edges and is equipped with aileron flaps 9. On the front of the fuselage 1 and the carrier wing 4 are mounted movable shields 10 and a slat-interceptor 11. The aileron flaps 9, shields 10 and skegs 8 are equipped with calibrated nozzles 12, which are arranged in several rows in a checkerboard pattern with a constant pitch and are connected by a gas line 13 to a gas generator 14. A combination of these calibrated nozzles on shields 10, skegs 8 and aileron flaps 9 with exhaust gas pipelines from tilyatorov and their operation the control system is a device for creating a controlled gas jet curtain 15, along the perimeter of the partition three independent of the static air cushion chambers I, II and III. Due to the mobility of the aileron flaps 9 and the flaps 10, the gas-jet curtain 15 is able to be adjustable in relation to the position to the vertical plane. The gas outlet from the calibrated nozzles 12 is directed at an angle to the vertical towards the increased pressure of the air cushion.

 The gas generating unit 14 has a developed flow part both at the inlet and at the outlet, while the flow part has spatial rotations, and its surface is covered with an adhesive and heat-reflecting layer that provides thermostatic properties.

 Shields 10 and aileron-flaps 9 are located across between the longitudinal skeg guards 8, which gives them the function of a device for locking the chambers I, II, III of the air cushion around the entire perimeter. In this case, cameras I, II, III are located on the principle of a three-wheeled chassis, which gives stability to the apparatus when moving using an air cushion. Gas generators 14 are located inside the body of the fuselage 1 in the region of the center of gravity of the apparatus and are equipped with air intakes 16, which are placed in the frontal part of the fuselage 1 in the zone of possible disruption of the boundary layer of air and are located throughout the span of the upper arch of the fuselage 1. Air intakes 16 of the gas generators 14 are combined into a common air intake channel 17 and have a rectangular section. An air-cleaning device, for example in the form of a separator 18, as well as a gas distribution device 19 in the form of a movable damper, is installed in the air intake channel 17. The blades 20 of the lifting mover-fans 7 are made with an enlarged chord and have a saber shape in plan and a variable angle of attack in scope. Lifting movers-fans 7 are located at the junction of the fuselage and the wing and are installed in the through annular channels 21 having a through exit to both the upper and lower surfaces of the wing and fuselage. The air intakes of the fans 7 installed in the wing are equipped with louvred grilles 22. Both the fuselage 1 and the mounted modules 5 are equipped with numerous gangways 23 and the ramp 24. When the flaps 10 are deflected, the slat-interceptor 11 forms an adjustable slot nozzle 25 through which the boundary layer is blown off from the upper wing surfaces. The supporting surface 26 serves as the basis for a static air cushion and to create a screen effect from air pressure sandwiched between the supporting surface and the glider (the bottom of the fuselage, wing and mounted modules) of the aircraft.

 In accordance with the claimed methods, a ground-air amphibian project, for example, a take-off weight of 60 tons (HBA-60), was developed and experimentally tested. For the first time, it features the features of an aircraft of an aircraft scheme: the presence of a fuselage, a wing with its lifting force, equipped with elements of mechanization, keel, stabilizer. At the same time, it is a cargo-and-passenger winged wing airplane with vertical take-off and landing, which is an all-metal freestanding monoplane with a low-lying wing and single-tail plumage of the usual pattern.

 If we consider the wide lower screened surface of the fuselage as the plane of a large chord, then its movement in free flight will provide a significant increase in lift, which increases even more in flight mode in the screen area.

 The aircraft’s lift system is enhanced by giving it the properties of a ground-air amphibian with a static multi-chamber air cushion, using the effect of the screen from the glider being located near the supporting surface, as well as the presence of a continuous gas-jet curtain around the perimeter of the air cushion chambers. Acceleration, braking and maneuvering is carried out after the apparatus is torn off the surface using a multi-chamber air cushion with a gas-jet enclosure. In addition, they increase the load-bearing properties of the wing and additionally give the load-bearing properties to the fuselage and hinged modular sections at the ends of the wing. They create increased static pressure under the wing and fuselage, use the reactive force of the air mass from the load-bearing lifting propulsion fans, supply the blades of the load-bearing fans with aerodynamic lift. The supply and distribution of power from gas generators to actuators - free turbines of the mid-flight propulsion and lifting propulsors-fans - is carried out in a gas-dynamic way. Intensive suction of the boundary layer from the upper wing arch is organized, directing it into the vertical through annular ducts of the fans. The upper surface of the wing is blown through the slotted nozzle of the slat-interceptor (from the word intercept - interception, intersection). Unload all places of load concentration, namely the fuselage and hinged modular sections at the ends of the wing, by creating in them their own additional lifting force by giving them aerodynamic profiles. From FIG. 15 it can be seen that the center of gravity of the aircraft’s masses is located inside the perimeter of the ABVGD geometric figure formed by the points of application of the bearing forces acting on the airframe elements, while it is placed in front of the points of application of the resulting lifting force. This ensures the controllability of the device and its stable movement, including at low flight speeds.

 Control the movement of the proposed aircraft by changing the lifting force and traction. At the same time, they organize three fundamentally different modes of movement: cruising in the zone of influence of the screen, transitional modes of movement, with the help of which they carry out separation from the surface, maneuvering, taking off, braking and landing, as well as airplane flight outside the zone of influence of the screen. In all three modes, the flight is controlled using the natural relationship of the three motion parameters: speed, mass and altitude, taking into account additional load-bearing properties from the use of the screen effect. At the same time, the operation of gas generators is accelerated to simultaneously ensure the reverse mode of the march propulsion and the operation of the lifting propulsors-fans during braking to zero speed. After braking, maneuvering is carried out by partially transferring power to the marching propulsion, and when landing, the marching propulsion is completely turned off and the gas generators are switched smoothly to the mode of operation with minimum power until they stop completely when the aircraft touches the surface.

 Screen cruising in the influence zone of the screen with airspeeds is carried out without the use of an air cushion at an altitude of up to 3 meters with high aerodynamic quality K due to the low relative flight height and the large average aerodynamic chord of not only the wing, but also of the fuselage and modular mounted sections having positive angle of attack of the lower bearing surface. Graph 14 shows the dependence of the aerodynamic quality K of ekranoplanes on the relative flight altitude. For the known ekranoplanes, this value will be equal to: for the ekranoplan "Eaglet" K = 14, for the ekranoplan "Lun" K = 13.8, and for the NVA-60 proposed in the present invention, K = 25. The experimental curves K = f (h) are plotted for different flight speeds. For high speeds, there are prospects for increasing aerodynamic quality at real flight altitudes.

 Transitional modes of movement, including a stable hovering mode, contactless maneuvering, acceleration and braking are carried out through the use of a complex of load-bearing forces. Use the power of a multi-chamber air cushion with a gas-jet enclosure created by increased static pressure under the wing and fuselage. Use reactive force from the mass of air from the lifting movers-fans. The carrying aerodynamic force of the fan blades operating in the zone of influence of the screen and in the zone of increased pressure of the air cushion is used. They also use the lifting force of the upper surface of the wing, formed by suction of the boundary layer into the through annular channels of the aforementioned fans and blowing the upper surface of the wing through the slot nozzle of the slat-interceptor.

 The control of the aircraft at low speeds (air cushion) is carried out by the organized release of the masses of the working fluid from the space of the air cushion of the wing consoles. If the working fluid is thrown forward, braking is performed, if backward, it moves forward, if from under one console it is forward, and from under another console it is turned right or left. This mass ejection of the working fluid is accomplished by loosening the enclosure of the airbag chambers, as well as by controlling the shields, aileron flaps and the gas-jet curtain.

 Transient modes of movement are carried out using an air cushion at low altitudes up to 2 meters.

If there are large irregularities in the screening surface — waves, hummocks, dunes, etc. — the flight mode can be selected in two ways: by going to a higher speed, then the device will balance at a higher height from the screen, or by forcing to go to a great height of up to 1000 m by changing the pitch angle or the release of mechanization tools. A plane flight outside the influence zone of the screen is carried out at altitudes that make it possible to overcome obstacles in certain sections of the route by using the power reserve of gas generators, which is approximately 40%, after which the angle of attack is changed with the help of elevators, increasing it to 10 ^o and NVA carry out the necessary set heights. After that, reduce the angle of attack to 4-5 ^o , perform a horizontal flight through the obstacle. Then they reduce the height and gradually enter the zone of influence of the screen. At the same time, the movement is controlled using the natural relationship of the three motion parameters, namely speed, mass and height, taking into account additional load-bearing properties from using the screen effect.

 Aircraft mode of movement is carried out by using the component of the lifting force formed by the increase in the bearing properties of the wing, fuselage and mounted modules, as well as by increasing the speed of movement. At the same time, gas generators include a march propulsion with increased fuel consumption.

The payload of the device is increased by using the effect of the screen, the supporting fuselage and mounted modules having an attack angle α = 2-4 ^o , while maintaining the motion parameters (speed, flight range, altitude, power ratio, etc.), which will be up to 50% of useful return and radically changes the transport efficiency of the aircraft.

 Another feature of the proposed technical solution is that the NVA-6 is not designed for take-off and landing only from the water surface, therefore aviation design standards are laid down for aeronautics, not ship ones, as is done for all known ekranoplanes. The proposed device can move above the water surface and hover over it at an altitude of 0.5-1.5 m for any length of time for emergency rescue and loading and unloading operations with the help of released ramps and ramps, that is, it will not be subjected to shock waves.

In order to provide the possibility of vertical separation from any surface without overcoming friction, rolling or hydrodynamic drag, the space on which the air cushion is formed is divided into separate chambers so that gas does not flow from the chamber into the chamber in the transverse direction. In particular, on the NVA-60 there are three such chambers, and each of them along the perimeter is limited by devices for creating a gas-jet curtain. This design solution creates a multi-chamber static air cushion. To create and maintain high pressure in the chambers of the air cushion, two methods of fencing were used: mechanical and gas-jet. Mechanical fencing is carried out by shields and aileron flaps by their release along the front and rear edges of the bearing surfaces transverse between the longitudinal skegs. In this case, the deviation-release angle changes, as necessary, from 0 to 45 ^o for aileron flaps and from 0 to 140 ^o for flaps. Each flap, aileron-flap and skeg along the end edges have a multi-row arrangement of calibrated nozzles, through which the exhaust gases of free turbines of the supporting fans are blown. The jets of gas ejected at an optimal angle form a continuous gas-jet curtain that prevents air from spreading from the airbag chambers and holds in them increased static pressure, and the kinetic reactive energy of each jet passes into the potential energy-pressure in the airbag chamber and performs lifting work the aircraft up. In addition, the blades of the bearing lifting propulsors-fans of large diameter, installed directly in the area of the effect of the screen, allow you to create additional lifting force relative to the strength of the static air cushion. Thus, the total component of the NVA-60 lifting force system in the hovering and maneuvering mode consists of the following components:
static air cushion provides up to 40%;
the reaction of the mass of air discharged by lifting propulsors-fans gives 8%;
the aerodynamic lifting force of all the blades of the lifting propulsion fans is 35%;
suction of the boundary layer from the upper wing arch by the air intakes of the above fans is about 7%;
blowing the upper wing arch provides up to 6%;
the release of the front flaps at an angle of more than 90 ^o (increasing the wing area from S ₁ to S ₂ , see Fig. 8) provides more than 4%.

Based on the fact that the total lifting force of the NVA-60 apparatus is 60 tons, we determine the absolute values of the components of the total lifting force of the apparatus in hovering mode:
(40 + 8 + 35 + 7 + 6 + 4)% = 100%
24 t + 4.8 t + 21 t + 4.2 t + 3.6 t + 2.4 t = 60 t.

 It is this complex of constituent forces that allows the NVA-60 to take off to a considerable height (from 0.5 to 1.5 m) without the use of traditional flexible air cushion fencing, which overcomes various obstacles.

 The increase in the aerodynamic qualities of the proposed device in comparison with the prototype creates the possibility of installing mounted modular sections to accommodate the additional mass of the payload.

 The transfer of the NVA-60 aircraft to the field of aerodynamic quality with a value of K = 25 performed in the proposed solution is a new big achievement in improving aircraft of this class, since the best indicators of transport aircraft have K = 19 - 22. This results in a significant increase in transport efficiency proposed aircraft.

 The NVA-60 energy complex is formed on the basis of commercially available gas turbine units: the gas generator produces a “working fluid” in the form of high-temperature gas and, using a thermostated gas pipeline system, it is distributed in the required quantities to consumers, i.e. free turbines of the main propeller and main fans installed in the annular ducts. Such an energy complex, unlike the well-known traditional air-cushion devices, where power is usually distributed through a rigid transmission according to the established pattern: 30% for an air cushion and 70% for traction, allows you to use all 100% for traction or air cushion if necessary. For example, in the mode of lifting, hovering, maneuvering in the screen area, most of the power is supplied to create an air cushion, and in cruise flight all the power of the gas generators is triggered by pulling screws (the main fans are off at that time).

 The gas-dynamic method of transmitting and regulating power through thermostated gas pipelines, providing a kinematic connection between gas generators and actuators, allows it to be smoothly redistributed as needed, eliminates the presence of rigid mechanical transmissions of power transmission, gearboxes, couplings, bearing units, etc. All this simplifies the design of the power plant, reduces its cost, increases operational reliability, reduces its weight by about 4% of the take-off weight, which in turn increases the transport efficiency of the NVA-60 aircraft proposed according to this invention, and also simplifies the way the aircraft is controlled apparatus. In addition, the layout of the energy complex is designed in such a way that the most vulnerable gas generators are placed inside the housing and the air intake is brought into the “clean” free flow zone, and centripetal forces in the turns of the air intakes separate particles whose density is greater than the density of air (sand, water, snow, ice, biomass).

 The NVA-60 power plant consists of two gas-turbine gas generators of the TV-117C type with an equivalent thermal power of 2500 hp. each with organized distribution of the working fluid through thermostatically controlled gas pipelines to two free turbines of supporting lifting propulsors-fans with blades 3 m in diameter and to a free march propeller turbine, which is designed as a 4.2 m diameter propeller of an AI-20D serial engine with 5100 l capacity .with. Gas generators are located inside the fuselage body in the region of the center of gravity and are protected from external influences. The air inlets of the gas generators are combined into a common air intake channel and carried to the frontal part of the fuselage in the zone of possible disruption of the boundary layer of air flow. They have active protection against clogging from the outside, for example in the form of separators. The air intakes are located throughout the span of the upper fuselage arch, and the air duct has a rectangular shape in cross section.

 In FIG. 7, 8 and 9 are sectional views showing the layout solutions of the power plant, and in FIG. 10 and 11 show solutions for holding a static air cushion using issued flaps and aileron flaps while blowing the gas curtain. Each of the fans is located on the border of the wing and fuselage consoles and therefore simultaneously inflates two airbag chambers: the wing console chamber and the fuselage chamber. As a result, the static airbag is organized according to a three-chamber scheme: two chambers I and III are located under the wing consoles and one elongated II is under the fuselage, that is, the principle of the aircraft three-landing gear is used (see Fig. 11). Such an air cushion provides static stability of the apparatus in hovering and maneuvering modes, when the lifting forces of the wing and fuselage do not work due to low speeds.

 Low located lifting propulsors-fans work in the area of the screen effect: the chord of the fan blade is approximately equal to the height of the fan above the surface. In addition, the blades of the specified fan operate in areas of high pressure in the chambers of the air bag.

 The saber-shaped blades of the lifting thrusters-fans are made with a variable cross-section, with an increased chord of the blade, which allows them to create additional lifting force, comparable in efficiency with the blades of helicopter propellers. Their location in the ring in the zone of increased pressure of the air cushion (ρ> 0.125) increases the lifting force by another 8%, and in addition, the blades work in the zone of influence of the screen (h = 0.2), which increases their bearing properties by another 50 - 80% compared to horizontal thrust screws.

 The NVA-60 does not have a traditional shock-absorbing chassis, which perceives the entire mass of a well-known aircraft landing at a significant vertical speed, while the proposed device makes a soft landing on an air cushion, with almost no vertical speed.

 The proposed aircraft is equipped with systems that ensure its operation: control, fuel, oil, hydraulic, fire, anti-icing, heating, ventilation and others, including radio communications and radio navigation, which allows it to perform flights, including in difficult meteorological conditions.

 The NVA-60 is equipped with outboard ramps and a ramp, which ensures its quick loading and unloading without the use of airfield means.

 The proposed device NVA-60 works as follows.

 After the passengers have finished boarding and receiving goods, the exhaust ramps and the ramp are removed. The distribution flap of the working fluid is set to the "Fans" position. The generators are launched - the "Small gas" mode is set. According to the heating schedule, the operation of gas generators is checked. Then the aileron flaps and flaps are released, the jet curtain is turned on and the engine control handle is switched to the "Take-off" mode. The device comes off the surface and freezes at the maximum height of a static air cushion (1.0 - 1.5 m). Checks the balance of the device in the "Hanging" mode. Then the valve is installed in the position of 70% "Fans" and 30% "March propulsion". With the beginning of the marching propulsion, the elevators and directions are blown. Using the rudder, the device turns to the desired course, using the elevators, pitch is set - the required angle of attack. The longitudinal movement begins - taxiing. Taxiing to a direct take-off run, increase the angle of attack of the propeller blades of the mid-flight propulsion to take off. Upon reaching a speed of 110 km / h, the distribution flap of the working fluid smoothly (as speed increases) is moved to the 100% “March propulsion” position (at 0% “Fans”). This is carried out at a speed of the apparatus of 230 - 250 km / h. At this time, the jet curtain, aileron-flaps and flaps are removed - an energetic take-off continues. After reaching the necessary parameters of movement (naturally balanced in speed, height, roll and pitch), the gas generators operating mode is gradually reduced to 0.5 - 0.8 of the "Denomination" mode. At this time, the device flies in cruise mode and is controlled by aileron flaps, rudders and altitude. When approaching the destination, the distribution flap of the working fluid is smoothly transferred to the position of 50% "Fans" and 50% "Mover". The device starts to lose speed (the rotational speed of the propeller of the marching propulsion is falling). At the same time, the angle of attack of the propeller blades is reduced. At a speed of 200 km / h, aileron-flaps are released, the jet curtain is turned on - the device brakes to a speed of 100 km / h. At this time, the damper is moved to the position of 70% “Fans” and 30% “Mover”, and the operating mode of the gas generators is transferred to “Denomination”. NVA speed drops to 20 - 40 km / h. At this speed (by adjusting the angle of installation of the rotor blades), taxiing is performed to the landing point, where the flap of the distribution of the working fluid is transferred to the "Fans" position. The marching propulsion stops, and the NVA is in hover mode. Smoothly reduce the mode of operation of gas generators to 0.2 "nominal" and carry out a landing. Then shields, aileron flaps and a gas-jet curtain are removed. From the working gas generators, an on-board parking turbogenerator is launched and on-board ramps and a ramp are released. At this time, gas generators and fan hoists stop. The device is ready for disembarkation of passengers and unloading. During intermediate stops, the gas generators do not stop, but are switched to the "Small gas" mode, and the shutter is switched to the "Mover" position, while the screw rotates slightly, without creating traction.

 Using the proposed methods and devices for their implementation allows to achieve the objective of the invention - a comprehensive improvement of the aerodynamic and transport characteristics of an aircraft of an aircraft type, as well as a new, previously unknown in aircraft navigation, method of controlling the flight of an aircraft. In addition, the design of the NVA-60 is a new highly efficient vehicle that can fundamentally change and improve the entire existing transport system.

 The proposed aircraft allows more than 4 times to increase the productivity of cargo flows and significantly save fuel while reducing the environmental load on nature. The safety of transporting passengers and goods is increased, since the device flies at a very low altitude and eliminates the likelihood of a hit on the surface when landing. The technical result is the creation of an aircraft of an aircraft circuit with ekranoplannymi properties of ground-air amphibians, in which movement control is carried out taking into account the relationship of the three motion parameters, namely speed, mass and altitude when using the screen effect. The aircraft NVA-60 is designed as a multi-purpose aircraft in addition to existing vehicles. It refers to an independent mode of transport, capable of competing in terms of basic flight and economic indicators with well-known aircraft of the same class (Yak-42M and Boeing-737-30).

 The table shows the comparative individual characteristics of the proposed apparatus and prototype.

Claims (13)

 1. A method of creating a system of forces for an aircraft of an aircraft circuit, including the creation of lifting, pulling and control forces that ensure its take-off, landing, movement and maneuvering, characterized in that they provide gas-dynamic transfer of energy from gas generators to lifting propulsion fans, to the propulsion engine and to the device for creating a gas-jet curtain, additional cargo and passenger modules are located at the wing end parts, these modules and the fuselage are arranged in the form of aerodynamic profiles, form gas-jet curtains and under the lower bearing surfaces of the apparatus create a static air cushion, blow off the boundary layer from the upper surfaces, lift movers-fans are located near the bottom of the apparatus, create a jet stream directed towards the supporting surface, and provide separation of the apparatus and maneuvering near the supporting surface, redistribute energy supply between the lifting movers-fans and the marching mover and carry out the movement of the apparatus, turn off the lifting movers-vents it’s transmitting all the energy to the marching propulsion drive, cruising the aircraft near the screen at a distance less than the average chord of the wing from the supporting surface, and ensuring high aerodynamic quality of the aircraft as a whole, elevators and directions are placed in the range of the jet being thrown marching propulsion, and provide control of the apparatus in the entire range of speeds, change the angle of attack of the apparatus, supply the rated power to the drive of the marching propulsion and nyayut free airplane flying at altitudes exceeding the average chord of the wing, partitioned action forces generated by the construction machine structure and change the stress in machine construction elements.  2. The method according to claim 1, characterized in that the center of mass of the aircraft is located inside the perimeter of the geometric figure formed by the points of application of the bearing forces acting on the elements of the airframe, and ensure stable movement of the device, including at low flight speeds.  3. The method according to claim 1 or 2, characterized in that the center of mass of the aircraft is located in front of the point of application of the resulting lifting force and provide controllability of the device.  4. The method according to claim 1, characterized in that the blades of the lifting propulsion fans are performed with a large chord, for example, a saber-shaped, use the screen effect when the apparatus is located near the supporting surface, bring the rotation speed at the ends of the fan blades to values close to the speed sound, and get extra lift.  5. The method according to any one of paragraphs. 1 to 4, characterized in that the static air cushion is created in at least three independent chambers, the centers of application of the forces of the chambers are arranged symmetrically relative to the longitudinal axis of the apparatus and not on one straight line, but, for example, according to the principle of a three-leg chassis, provide stability of the device when working on an air cushion.  6. The method according to any one of claims 1 to 5, characterized in that the wing area is increased under which an air cushion is created and the lifting force is increased.  7. The method according to any one of claims 1 to 6, characterized in that they create additional forces on the input and / or output devices of the lifting propulsion fans, directed perpendicular to the direction of movement of the apparatus in a plane parallel to the supporting surface, and move the apparatus in one of these directions. 8. Ground-air amphibian containing a fuselage with passenger cabins and / or additional compartments, a wing, a power plant, a keel, a stabilizer, shields, aileron-flaps, elevators and directions, characterized in that the wing is made with washers at the ends with attached thereto mounted modular sections, fuselage or attachments modular sections are made sectional as aerodynamic lifting surfaces with large sredneaerodinamicheskoy chord and have their own supporting surfaces, having an angle of attack greater than 0 ^o, but Men e of the angle of attack of the wing, the wing is made with small elongation and an enlarged chord, equipped with an interceptor slat and at the junction with the fuselage it has vertically arranged through annular channels in which lifting propulsors-fans with drives from free turbines are installed, and these fans are made of bearing and installed in the influence zone of the screen, the fuselage and wing have a lower surface, divided by longitudinal skegs, shields and aileron flaps into sections that limit three independent chambers of static air pillows, which are arranged on the principle of a three-wheeled chassis and are equipped with a device for creating an adjustable gas-jet curtain, while the fuselage is equipped with front and rear shields for holding the air bag, each of the lifting movers-fans is located above the two indicated chambers of the air bag at the same time, namely above the cameras wing and fuselage chamber, the power plant includes gas generators with air intakes, mid-flight propulsion and lifting propulsion fans with executive by mechanisms, for example, free turbines interconnected by gas pipelines with gas distribution devices, the power unit is made with a developed flow part both at the entrance to the gas generators and at the exit from them, which has spatial rotations, while the surface of the flow part is covered with an adhesive and heat-reflecting layer providing thermostatic properties, gas generators are located inside the fuselage near the center of gravity of the apparatus, while the air intakes of gas generators are combined into a common the air intake channel and taken out to the frontal part of the fuselage into the zone of possible disruption of the boundary layer of air flow, and the air intakes of these fans built into the wing are equipped with louvres.  9. Amphibian according to claim 8, characterized in that the air intake channel has a rectangular cross-sectional shape, is located throughout the span of the upper fuselage arch and is equipped with an air-cleaning device made, for example, in the form of a separator.  10. Amphibian according to claim 8, characterized in that the aileron flaps, flaps and skegs along the entire perimeter are equipped with calibrated nozzles, which are arranged in staggered rows in a constant order, connected by a gas pipeline to the outputs of the fan drives, and the gas outlet from the nozzles directed at an angle to the vertical towards the area of increased pressure of the air cushion.  11. Amphibian according to claim 8, characterized in that each blade of the lifting propulsion fans is made with an enlarged chord and has a saber shape in plan and a variable angle of attack in scope. 12. Amphibian according to claim 8, characterized in that the shields are rotatable at an angle of more than 90 ^o relative to the horizontal plane.  13. Amphibian according to claim 8, characterized in that along the front of the wing, the span-interceptor is located over the entire span, forming an adjustable slot nozzle with deflected flaps.

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