RU2324627C2 - Long distance search-and-rescue float amphibian sea-plane of trimaran design "fregat" - Google Patents

Abstract

FIELD: engines and pumps.

SUBSTANCE: sea plane consists of fuselage (21), mechanized wing, mid flight propeller ventilator engines (15), wheeled undercarriage, and twin-fin tail with a forward sweep. The wing is made delta swept with a positive angle of a transversal V. A stabilizer (16) is installed between fins (17), and two mid flight propeller ventilator engines are assembled on the fins. Three hulls (20, 23) of a fin shape are installed according to a trimaran design, at that they will not project beyond the front edge of the wing; the hulls are equipped with damping sliding hydro skies (18, 24). The fuselage is made as an integrally proof half cylinder unit, having a cone front portion, where a radar station (29), a service compartment (27) with two blow engines and a crew compartment (26) are located. The wheel carriage has six poles and its carriages are assembled in recesses on each side of the hulls.

EFFECT: invention increases stability, controllability and durability of a plane.

3 dwg, 1 tbl268

Description

The invention is a "Long-range search and rescue float seaplane-amphibian trimaran layout scheme" Frigate ".

The Fregat seaplane is intended for search and rescue operations at sea with the aim of rescuing people in distress by splashing down and taking off directly at the crash site with a sea state up to 4 points, with a practical flight range without refueling of 10,500 km, with a refueling of 14,000 km, with a maximum take-off weight of 105,000 kg, with a normal carrying capacity of 6,000 kg (60 people). It can also land and take off from snowy plains, frozen rivers and lakes, and can be used as a passenger-and-freight aircraft to deliver goods and people to hard-to-reach places, to land on an unequipped shore.

2.1. The field of technology to which the Fregat seaplane belongs is hydro-aviation, in units engaged in search and rescue operations in the water areas.

2.2. Disclosure of the invention.

The essence of the invention as a technical solution is to create a float seaplane-amphibian trimaran layout scheme with a long flight range (10,500 km) with a take-off weight of up to 105,000 kg and a carrying capacity of 6,000 kg (60 people), capable of splashing down and taking off from the sea with waves up to 4 points (wind wave - 2.2 m), land and take off from snow-covered plains, frozen rivers and lakes, land on an unequipped shore, as well as from equipped ground airports, expressed in the aggregate application of significant exce considerably signs:

2.2.1. The installation under the wing center section of three long, narrow all-metal floats (the length of the side floats is 20 m, the central 32 m), which have a continuous mount to the center section over the entire contact surface. Such a scheme for supporting a seaplane on a water surface qualifies as a trimaran. In this case, the lateral floats are displaced backward and do not protrude beyond the leading edge of the wing, which directs the spray flow when landing under the wing and reduces aerodynamic drag.

2.2.2. The floats are equipped with long (lateral support - 20 m, front central - 10 m) damping (shock-absorbing) sliding hydro-skis, which are released during take-off, landing and retracted in flight. A kind of landing gear with which the seaplane takes off and lands.

Hydro-ski has a saber shape, containing angular and horizontal components, variable pitching, direct pitching on the corner and reverse on the horizontal, the lower surface of which is flat without redans. Inside the hollow ski.

2.2.3. A low-bearing delta-winged wing, the center wing of which, spread over the entire length of the fuselage and limited in length by the ribs of the tail fins, is the main supporting structural element of a seaplane glider, connecting in a single design: the fuselage, two-tail tail unit with a console-free stabilizer, and floats with a high safety margin protects the marching engines of the aircraft from spray flow. A wing with a positive angle of transverse Y.

(The wing consoles are raised at an angle of 10 degrees above the level of the water surface, with mechanization in the form of slats, flaps, spoilers).

2.2.4. Blowing under the center section by blowing engines located in the nose of the fuselage in the technical compartment, creating an air cushion under the center section, as well as horizontal additional thrust, additional lift, allowing to reduce the wingspan to 25 m with an aircraft length of 34 m.

2.2.5. A two-keel reverse sweep tail unit, which forms a solid structure with a center wing for mounting floats and mid-flight engines, provides effective control of the seaplane along the course.

2.2.6. Two fan motors are located on the tail fin keels, which ensures their protection against spray flow. And also excludes the frame design of the engine mount, as is done on the seaplane A-42.

2.2.7. Additional elevators installed in the front of the fuselage provide effective control of the seaplane in height, compensating for co-moving and diving moments.

2.2.8. Amphibiousness is achieved by installing a wheeled chassis on all three floats by releasing wheeled trolleys along the sides of each float.

2.2.9. A semi-cylindrical shape with a cone-shaped bow half of the fuselage is superimposed on top of the wing center section, enhancing the structural strength of the seaplane.

2.2.10. The seaplane glider is completely airtight.

2.2.11. There are no console wing liners.

2.2.12. The stabilizer consoles are excluded, and the stabilizer itself installed between the keels is rigidly connected to both the keels and the fuselage.

2.2.13. Two center wing flaps installed in the aft part, increasing the center wing area and forming an air cushion, increase the wing lift. All of the above significant distinguishing features of a seaplane are interconnected and their combined application provides the following technical results:

a) Improving the stability of the aircraft:

Provided by the use of a trimaran layout scheme. In this case, the transverse stability of the seaplane compared to the single-deck classic layout is increased due to the parallel spaced floats. The longitudinal stability of the seaplane is increased by the length of the floats, as well as the installation of a forward forward long central float. The longer the floats, the higher the longitudinal stability of the seaplane. In addition, stability is enhanced by the use of hydro-skiing. When the seaplane is afloat, the released hydro-skis play the role of floating anchors, thereby increasing its stability, both longitudinal and transverse. In this case, due to the forces of molecular cohesion with the surface of the water, the skis quench the arising cobbing and diving moments.

b) Increased seaworthiness:

Seaworthiness is directly dependent on stability. The higher the stability, the higher the seaworthiness. Therefore, the seaplane "Frigate" trimaran layout has increased seaworthiness.

The use of hydro-skis increases seaworthiness by 25%, while the rise of a seaplane when it glides on hydro-skis increases the clearance relative to the water surface, increases the limiting angle of heel, and prevents wave flooding, which increases the seaworthiness of the seaplane.

In addition, the use of a blower that creates an air cushion under the center section, which increases the lift of the center section, improves the take-off and landing characteristics of the seaplane and, as a result, increases seaworthiness.

c) Decrease in hydrodynamic resistance:

“The main advantage of trimaran catamarans according to Froude’s theory is that their narrow and long hulls when moving on water create less resistance to oncoming flow than the wider hulls of boats” (See “Sailing catamarans” by Yu.S. Kryuchkov, Shipbuilding, 1967). In this case, the body of the floats are performed without cheekbones, bends and redans in a more optimal hydrodynamic form - keeled, which reduces their hydrodynamic resistance compared to the boat layout of the seaplane.

In addition, using and summing the lifting force of hydro-skiing that occurs during movement, the lifting force of the wing and the lifting force of a blow under the center wing, the seaplane rises to the water surface during take-off (clearance increases to 2.5 m) and slides along it on sliding hydro-ski with less than the boat has hydrodynamic drag.

It should be noted that the sliding hydro-ski, unlike the direct sea-ski type “Sea Dart” (see D. Donald. “Complete Encyclopedia of World Aviation”, Russian edition, 1997, p. 277), has a saber shape with a pronounced angular and horizontal components, without redans, providing gliding over water with minimal hydrodynamic resistance.

d) Reduced aerodynamic drag:

Reduced aerodynamic drag on a seaplane is achieved:

- The use of long narrow keeled-shaped floats without redans, cheekbones, balancing plates (ridges).

- The use of a delta-winged wing as the most optimal at high speeds in terms of reducing aerodynamic drag.

- The use of blowing under the center section increases the lifting force of the center section during landing and take-off, which allows to reduce the wing span, thereby reducing aerodynamic drag.

- The use of retractable hydro-skiing.

- With the exception of cantilever wing liners.

- The exception is the stabilizer consoles.

- Reducing the height of the size of the tail fin carina.

- With the exception of the frame structure of the engine mounts on the fuselage (see A-42 seaplane).

- Installation of floats that do not protrude beyond the leading edge of the wing.

d) Increasing the structural strength of the seaplane:

The use of a delta-winged wing, the center wing of which is the main supporting and connecting structural element, limited in length by the tail fins and commensurate in width with the fuselage length, is an all-metal wing-platform consisting of reinforced spars - the main longitudinal bearing beams and ribs.

- Three all-metal floats, having a continuous structural connection with the center section, enhance its strength.

- The semi-cylindrical shape of the fuselage with a hemisphere, superimposed on top of the center section, and having a continuous connection with it around the entire perimeter of contact, enhances the strength of the seaplane.

- The tail keels with a mid-stabilizer connecting the keels with the fuselage form a box-shaped structure with a center wing, which has a sufficient strength potential for securing mid-flight engines, and reinforce the strength of a seaplane glider.

g) Decrease in shock loads on a design of a seaplane glider:

- Application of three floats on the Fregat seaplane distributes shock loads when landing on three lines, thereby reducing their impact on the center section;

- Damping sliding hydro-skis, being the first to perceive shock loads, damp (absorb), reducing their effect on the center section and ensuring the seaplane to slip, direct the main part of the shock load along the horizontal component of hydro-skis;

- The air cushion from blowing under the center section, reducing takeoff and landing speeds, also significantly reduces shock and wave loads on the center section;

- Blowing engines, blowing off the wave, absorb their shock loads, and also, creating additional lifting force due to the vertical component of the thrust, reduce the landing load.

h) Improving the handling of a seaplane:

High controllability of the Fregat seaplane, especially in heading and pitch, is ensured by the use of a two-tail tail unit and the installation of additional elevators in the front of the fuselage, which actively contribute to the reduction of negative co-moving and diving moments. When moving along the water surface, the use of long floats and damping sliding hydro-skids prevents yaw along the course, and the damping (shock absorption) of shock wave and landing loads, as well as the influence of the molecular adhesion forces of the hydro-skis with the water surface, prevent yaw in pitch and ejection of the aircraft from the water.

i) Protection against spray flow of seaplane engines:

- The use of a delta-winged wing, the center wing of which is limited in length by the tail fins, and in width comparable with the length of the fuselage, covers the area of the engines from the spray stream during landing and take-off;

- The floats of the Fregat seaplane do not protrude beyond the front edge of the wing, thereby directing the spray stream from them under the wing;

- The use of hydro-skis, ensuring the sliding of the seaplane on the water surface, reduces the amount of spray flow;

- Installation of marching engines on tail fin keels reduces the impact of spray flow on them;

- The use of blowing engines, blowing off a wave with a gas jet, reduces the amount of spray flow.

j) Ensuring long-range flight:

- The use of a delta-winged wing, whose area on the Frigate is 300 square meters, allows you to place in the glider the number of fuel tanks that can accommodate 64,000 kg of fuel in them, which provide a practical flight range without refueling over 10,000 km.

- Application on the Fregat seaplane of the most economical propeller-driven engines of the D-27A type makes it possible to achieve a given flight range.

- The equipment of the aircraft with a refueling mechanism in the air allows for a maximum flight range of 14,000 km.

Summarizing the above, it can be stated that, using the Fregat seaplane together, all of the above structural essential features, we can achieve the main technical results: take-off and landing on the water surface of the sea with waves up to 4 points, take-off and landing on a snow-covered plain, frozen rivers and lakes, take-off and landing on coast-based airfields, mooring and sailing of a seaplane on an unequipped shore (city beach), ensuring long range (without refueling - more than 1 0000 km, with refueling in the air - up to 14,000 km).

2.3. State of the art

The Frigate trimaran amphibious seaplane seaplane is a monoplane with a low-bearing delta-wing wing, the center section of which is the main structural bearing element of the airframe, connecting floats, fuselage and tail unit into a single design.

The semi-cylindrical fuselage with a cone-shaped nose half hemisphere is superimposed on top of the center section. In front of the fuselage mounted additional elevators. In the nose of the fuselage in the technical compartment are installed blowing engines, air intakes which are located in the upper part of the technical compartment.

The tail is two-keel, with keels of the opposite sweep, with a stabilizer mid-located between them. Two marching fan motors are installed on the tail fin keels.

The aircraft rests on the water surface with three long all-metal keeled-shaped floats. Floats along the entire perimeter of contact are attached to the center wing, side - under the ribs of the keels, the central - along the longitudinal axis of the glider (under the fuselage). The floats are equipped with damping, sliding hydro-skis, issued during take-off, landing and retracted in flight, see Figs. 1, 2, 3).

Most modern seaplanes as domestic ones - BE-12, BE-200, A-40 “Albatros” (see Shunkov VN “Aircraft-carrying ships and naval aviation”, “Popuri”, 2003, Belyaev VV “ Russian modern aviation ”, ACT“ Astrel ”, 2001), as well as foreign ones - PS-1 - a Japanese patrol plane, SH-5 - a Chinese patrol plane (see VN Shunkov“ Aircraft-carrying ships and naval aviation ”, "Popuri", 2003) are built according to the classic single-deck layout scheme.

If you take the boat for one large float, then, given the presence of two-wing underwing floats, this arrangement can be attributed to the trimaran.

The most modern and closest in functionality to the claimed invention - the seaplane "Frigate" is created in Russia, in OJSC TANTK them. G.M.Berieva "Patrol search and rescue amphibious aircraft - A-42PE", which is adopted as a prototype (see the Appendix in the section "Another document").

A-42PE patrol search and rescue amphibious aircraft "is a monoplane with a highly located low sweep wing, with a single-tail tail unit containing a high-mounted console-type stabilizer. The fuselage-boat is the main structural component of the aircraft, to which are attached: a wing, tail unit and two marching fan engines. The engines are attached to the sides of the fuselage on a frame structure, behind the wing center section. Additionally, a starting engine is installed on the aircraft. At the ends of the wing consoles fender floats are installed. The aircraft is equipped with a refueling system in the air.

All seaplanes, including the A-42PE of the classic single-boat layout, having good longitudinal stability, have a bad transverse. When the sea is rough, especially with the angular direction of the wave to the axis of the aircraft, the force of the impact of the waves on the under-wing console float, multiplied by the length of the wing console, creates moments that enhance lateral vibrations, and when taking off and landing cause the aircraft to yaw along the course. When landing in a storm, when the aircraft can throw on the wing, there is a high probability of burying a float in a wave, which makes landing problematic.

“With the increase in take-off and landing speeds, the likelihood of stepping out of the upper boundary of stable gliding increases, which is accompanied by an extremely sharp increase in angular and vertical vibrations, an ejection of the aircraft from the water, which is fraught with catastrophic consequences when there is a deficit in the wing lift and high pitch speeds” (See Bratukhin A .G. "Maritime Aviation of Russia", "Engineering", 1996).

With an increase in carrying capacity and, as a consequence, an increase in landing speeds, the shock loads of waves increase when landing on the airplane’s body, which, when the boat is stiff, without cushioning, lands on the water surface, causes increased demands on the strength of the boat and its weight.

The disadvantage of a seaplane (A-40, A-42 series) is the lack of protection of its engines from the ingress of compact masses of water from zones in front of the wing. (Panatov G.S. Patent RU (||) 2002 673, Bull. (46) No. 41-42.

The trimaran float assembly of the Fregat seaplane with the combination of all the essential features significantly reduces the above negative phenomena and justifies the receipt of technical results that are provided by the claimed invention.

2.4. A brief description of the figures.

In figures 1, 2, 3 depicts a "Long-range search and rescue float seaplane-amphibian trimaran layout", which is a monoplane with a delta-wing, with a mid-stabilizer; two-keel reverse sweep of the tail, bearing on keels two mid-flight propeller-driven engines; a semi-cylindrical fuselage with a cone-shaped front part, in which there is a technical compartment with two blowing engines, a radar and a cockpit carrying additional elevators in the front part and a stabilizer connected to the tail fins in the rear part; resting on the water surface with three long floats that are equipped with damping sliding hydro-skis, which are released during take-off, landing and retracted in flight.

In figures 1, 3 shows a seaplane in flight mode, when the hydro-skis are removed in the floats.

Designations in figure 1:

1. Center wing flaps.

2. Rudders on the tail fin.

3. Rudders on the tail stabilizer.

4. Ailerons of the wing.

5. Flaps on the wing consoles.

6. Interceptors.

7. Emergency hatches.

8. Front access hatch.

9. Slats.

10. Rear access door.

11. Delta-winged wing.

12. Ribs of the carinae of the tail.

13. The center section.

14. The wing console.

A delta-winged wing (11), the center wing (13) of which, extended over the entire length of the fuselage and bounded by the ribs of the tail fins (12), is the main supporting and connecting structural element of the aircraft, on which are attached:

fuselage,

tail with engines,

trimaran layout floats,

wing consoles (14).

The wing is equipped with mechanization means: slats (9), interceptors (6), flaps (5, 1), ailerons (4). The wing span is assumed to be a shortened, equal to 25 m, wing console with a positive transverse Y angle, which reduces the possibility of wave wing congestion being overwhelmed, increases lateral stability of the aircraft, and reduces aerodynamic drag of the wing. The loss of wing lift during take-off and landing is compensated by blowing under the center section, creating an air cushion under it. The use of deltelike wing is justified:

- optimal aerodynamic drag of the wing,

- providing protection of marching engines from a spray stream,

- increased strength values.

The center wing flaps (1) installed in the rear part of the wing increase the wing area when extended and form an air cushion under the center wing, increasing the wing lift.

A two-keel, reverse sweep tail unit with a stabilizer mid-positioned between the keels, connected to each other with the fuselage and center wing, form a robust box-like structure that ensures that the mid-flight engines are installed on the keels and the shock loads are perceived during landing. The rudders on the keels (2) and elevators (3) provide effective control of the aircraft in flight at the rate and pitch. The elongated fin of the keels provide rigidity of fastening of the floats to the center section and protection against spray flow.

Figure 2 shows the seaplane "Frigate" in take-off mode, landing with released hydro-skis.

Designations in figure 2:

15. Screw-fan engines.

16. The tail stabilizer.

17. Keels of the tail.

18. Lateral support hydro-skis.

19. Flaps of the rear wheel chassis.

20. Side floats.

21. The fuselage of the seaplane.

22. Front additional elevators.

23. The central float.

24. The front ski.

25. Sash front wheel chassis.

26. The cockpit.

27. Technical compartment.

28. Intake of blowing engines.

29. Radar - radar station.

The seaplane rests on the water surface with three narrow, long, keel-shaped floats, which are parallelly attached from below to the wing center section. A central float (23) 32 m long is mounted along the central axis of the aircraft (under the fuselage). Lateral floats (20) with a length of 20 m are attached along the axes of the ribs of the tail fin (under the keel). In this case, the front part of the side floats does not extend beyond the leading edge of the wing, which ensures the direction of the spray flow from the floats under the wing and the decrease in the aerodynamic drag of the floats.

The floats are equipped with damping sliding hydro-skis: side hydro-skis (19) 20 m long, front hydro-skis (24) 10 m long are attached to the floats on hydraulic telescopic racks, with the help of which wave and shock loads are damped (absorbed) during landing, as well as the release of hydro-skis when take-off and landing and their cleaning in flight.

A kind of chassis.

Inside the floats, on each side of it, wheeled chassis trolleys are placed, which, when landing on a ground-based aerodrome, are released through opening flaps (19 and 25). In total, six wheeled trolleys are produced.

2.5. The implementation of the invention

The use of a combination of essential features on a seaplane:

1. Long trimaran layout floats

2. Damping sliding hydro-ski

3. Delta wing

4. Blowing under the center section of the wing by blowing engines

5. Two-keel, reverse sweep of the tail with a mid-stabilizer

6. Two marching propeller-driven engines mounted on tail fin

7. Additional elevators in front of the fuselage

8. Six-point wheel chassis

9. Lack of console floats

10. Exclusion of stabilizer consoles

11. Installation of center wing flaps justifies the implementation of the main technical results:

- ensuring sufficient stability,

- take-off and landing on the water surface of the sea, rivers and lakes with waves up to 4 points (wind wave 2.2 m),

- provision of seaworthiness,

- take-off and landing on the coastal airfield,

- take-off and landing on a snowy plain, frozen rivers and lakes,

- mooring and sailing a seaplane on an unequipped shore,

- ensuring the flight range of a seaplane without refueling over 10,000 km, with refueling - up to 14,000 km,

- reduction of shock loads on the aircraft body,

- ensuring a sufficient margin of safety of the airframe, necessary for the perception of shock and wave loads during landing,

- controllability of the aircraft in course and pitch,

- protection of engines against spray flow.

In the static state, “Long-range search and rescue float seaplane-amphibian trimaran layout” is a monoplane with a low delta-winged wing (see figure 2), mid-stabilizer (see figure 2, position 16), two-keel, reverse sweep (see Fig. 2, pos. 17) with a tail unit, on the keels of which marching propeller-driven engines are installed (see Fig. 2, pos. 15), supported by three long floats on the water surface: two side floats (see Fig. 2, pos. 20) 20 m central (see Fig. 2 pos. 23) 32 m long. When parking at the ground-based aerodrome, the seaplane relies on a six-seat wheeled chassis, which is installed in floats. When approaching an unequipped shore, the seaplane rests on the bottom with hydro-skis.

The seaplane has good longitudinal and lateral stability and, as a result, good seaworthiness due to the use of long floats of the trimaran layout scheme, equipped with damping sliding hydro-skis. The aircraft, using the total lift force of the wing, hydro-skis, blowing engines and air cushion from the blowing under the center wing when moving on water, rises to the surface (clearance increases to 2.5 m) and glides along it in hydro-skis with minimal resistance, gaining take-off speed and taking off. During landing, as during take-off on a seaplane, hydro-skis are released, flaps are pulled out and blowing engines are turned on, which, by creating an air cushion under the center wing, reduce the take-off and landing speeds of the aircraft. In addition, the engines blow off the wave in front of the supporting side hydro-skis, reducing shock wave loads on them. Hydro skiing when touching the water surface is the first to perceive landing loads, which are damped by telescopic hydraulic struts. At the same time, the plane slides on hydro-skis on the water surface.

At the time of landing and during sliding, the floats do not touch the surface of the water and do not perceive landing loads. Reception of people in distress at sea is carried out by selecting them with onboard inflatable motor boats (the aircraft is equipped with two boats) and loading them through the aft ramp hatch.

Take-off and landing from a ground-based aerodrome is carried out using six wheeled chassis trolleys, which are placed in the floats and are released when landing on each side of the float (see figure 2, pos.19, 25). The use of a damping sliding hydro-ski on a seaplane with a flat, without redans, contact surface on the horizontal component, providing damping of the landing loads and gliding of the aircraft, as well as the use of blowing, which creates an air cushion under the center section that reduces take-off and landing speeds, justifies the creation of additional lifting force by blowing engines the possibility of landing a seaplane on a snowy plain, frozen rivers and lakes.

The landing of a seaplane on an unequipped shore is provided by hydro-skis, which rely on the bottom, protecting the float housing from damage. Lateral hydro-skis with their free position - afloat play the role of floating anchors. In addition, a cast-iron sea anchor may be ejected from the aft fuselage to keep the aircraft afloat. The seaplane descent from the unequipped shore is carried out by cleaning the hydro-skis, putting it on floats that keep the plane afloat, and towing the plane by boat or motorized airborne inflatable boats from the shore.

Landing of passengers on board is carried out with the help of coastal sliding ladders or with the help of portable side ladders through side entrance hatches (see figure 1 pos.8, 10). Loading, unloading of cargo is carried out through the aft hatch of the ramp-type fuselage. The use of a delta-winged wing, which has an area of 300 m ² , on a seaplane allows placing fuel tanks for 64,000 kg of fuel in its compartments, which provide a practical flight range without refueling over 10,000 km. The use of the most economical propeller-driven engines of the D-27A type on a seaplane allows achieving a given flight range. Equipping a seaplane with an air-to-air refueling system allows for a maximum range of up to 14,000 km. Marching engines are protected from the spray flow: by the use of a delta-winged wing, the center wing of which, spread over the entire length of the fuselage, covers the engines from the spray stream during takeoff and landing; the use of hydro-skis, cutting waves and providing glide on the water surface, thereby reducing the amount of spray flow; installing side floats under the center wing so that their nose does not protrude beyond the front edge of the wing, thereby directing the spray flow under the wing; installation of marching engines on tail fin; lengthening the ribs of the keels, which disperse the water flow above the wing, casting it away from the engines.

Blowing engines are protected from the spray flow by placing air intakes in the upper part of the technical compartment and covering them with a reflective sunroof grille, lifting the aircraft when it glides on hydro-skis on a water surface.

The use of deltoid wing as the main structural element linking the floats into a single structure, the two-tail tail with a mid-position stabilizer connected to the fuselage forms a strong box that can withstand shock and wave landing loads and installation loads on keels of mid-flight engines. The semi-cylindrical shape of the fuselage, superimposed by a hemisphere on top of the center section, having a continuous connection with the center section around the entire perimeter of contact, enhances the strength of the airframe. The ribs of the tail fin keels, having continuous joints along the entire contact length, enhance the strength of the airframe.

The use of three floats on a seaplane distributes shock loads when landing on three lines, thereby reducing their impact on the center section. Damping sliding hydro-skis, being the first to perceive shock landing wave loads, dampen them, reducing their impact on the center section and ensuring gliding of the aircraft, direct their main part along the horizontal component of hydro-skis. Blowing engines, blowing off the wave, absorb shock wave loads, and the air cushion from blowing under the center section, reducing takeoff and landing speeds and damping shock loads, also significantly reduces shock and wave loads on the center section.

High controllability of the seaplane in flight, especially along the course and pitch, is carried out by using a stabilizer and a two-tail tail unit with rudders and heights, as well as the installation of additional elevators in the front of the fuselage, actively contributing to the reduction of negative cobbers and dives. In addition, when an aircraft moves on a water surface, the use of long floats and damping sliding hydro-skids prevents yaw along the course, and the damping of shock wave and landing loads, as well as the influence of molecular adhesion forces of hydro-skis with a water surface, prevent yaw in pitch and ejection of the aircraft from the water.

Claims (1)

A long-range search and rescue tri-amphibious float seaplane-amphibian designed to save people in distress at sea with a wave of the water surface up to 4 points, containing a fuselage, a wing with mechanization in the form of slats, flaps, spoilers, cruise propeller motors, tail plumage, wheeled chassis, characterized in that the wing is delta-shaped with a positive angle of transverse V, the center section of which, spread over the entire length of the fuselage, limited by ribs keel, is the main structural component of the aircraft, connecting in a single design: the fuselage, floats, and two-keel reverse sweep tail, with a stabilizer between the keels, and two main propeller engines mounted on the keels, while three keel-shaped floats installed under the center wing according to the trimaran layout, and not extending beyond the leading edge of the wing, they are equipped with damping sliding hydro-skis issued during take-off, landing and retracted in the field f, the fuselage is made completely sealed and semi-cylindrical with a cone-shaped front part, which houses a radar station, a technical compartment with two blowing engines and a crew cabin, carrying two additional elevators in the front part, the wheeled chassis is made of six-point and its carts are located in niches with each the sides of the floats are released when landing at the ground-based aerodrome, and are cleaned in flight, and the two center wing center flaps are installed in its aft and form ydvizhenii cushion of air generated by the motor blower.

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