RU2652863C1 - High-speed hybrid helicopter-aircraft - Google Patents

Abstract

FIELD: aircraft engineering.

SUBSTANCE: invention relates to aviation technology, in particular to the construction of hybrid helicopters. High-speed hybrid helicopter-aircraft is made on a two-screw coaxial scheme, has a power unit (PU), transmitting torque effect through the main reducer and the transmission shaft system to the main rotors and rear screw, respectively mounted above the axis of mass and at the end of the tail boom. High-speed hybrid helicopter-aircraft is equipped with two systems with various screws: propulsion-steering and two-screw coaxial bearing. Two-screw coaxial bearing screw includes a pair with opposite rotation of single-lobe large rotor screws with profiled telescopic counterweights, which ensure the creation of vertical thrust only with RW and STOL. Propulsion-steering screw includes pushing screws, mounted in the rear annular channels both for creating control moments in the performance of RW and hovering, and the flywheel with a high-speed horizontal flight and fixed two blades of the upper and lower coaxial rotor screws.

EFFECT: increased payload, increased speed and range of flight, reduced vibration and eliminates the emergence of resonance when using stop and not removed in-flight rotor blades are provided.

5 cl, 1 tbl, 1 dwg

Description

The invention relates to the field of aeronautical engineering and can be used in the construction of high-speed hybrid helicopters-aircraft with twin-screw coaxial and propulsion-steering systems, including two with opposite rotation of the rotors, providing vertical or short take-off and landing (GDP or KVP), and pushing screws in the rear annular channels for high-speed flight with two fixed wing blades of the lower and upper single-blade propellers located respectively above the fuselage and under the fairing she beams and rotating between the vertically spaced beams.

Known high-speed helicopter model "AVX" according to the JMR / FVL program of the company "AVX Aircraft Company" (USA), having a twin-screw coaxial circuit with main rotors and a power unit (SU) with engines that transmit torque through the main gearbox and transmission shafts to the main rotors and on propulsive screws in annular channels mounted on the second wing of a highly arranged tandem circuit with wings of equal proportions.

Signs that coincide - the presence of a high-lying tandem scheme, two SU turboshaft engines, a main gearbox and transmission shafts transmitting the SU power to the coaxial rotors and traction screws in the annular channels mounted on the second wing consoles, ensuring both GDP or freezing, and its progressive horizontal high-speed flight. Rotation of the rotors - synchronizing and oppositely directed. Take-off thrust-weight ratio of SU, which allows for a short hanging time, to achieve a payload of 5900 kg with a take-off weight of 12 tons. The high-speed helicopter "AVX", with a flight speed of up to 430-450 km / h, a flight range of up to 1400 km and a dynamic ceiling of 5176 m, can be used to transport 16 people.

Reasons that impede the task: the first is that the helicopter has a twin-screw coaxial circuit and traction screws in the rear annular channels that are used only on cruising flight modes, which increases the parasitic mass during GDP and reduces the weight return and range. The second is that the lack of vertical tail creates an insufficient reserve of track stability, especially at horizontal flight speeds of more than 180 km / h, which leads to an increase in yaw, known as the “Dutch step”, which tends to increase with an increase in take-off weight. The third one is that when hanging, the coaxial arrangement of rotor screws of variable pitch and with the control of the cyclic pitch of each of them greatly complicates their design, and the constant vibrations that occur during the operation of their swashplate create adverse conditions for the operation of other mechanisms and equipment. The fourth one is that the coaxial arrangement of two screws with automatic swash plates of their blades significantly increases the mass of control units, the main gearbox and its height (providing a separation between the blades of the lower and upper screws of 9.7% of their diameter). The fifth one is that in a helicopter of a twin-screw coaxial circuit with semi-rigid blade mounting, there is an adverse mutual influence (inductive loss) of the coaxial rotors with swash plates, which in some cases can lead to their overlap. All this provides a higher specific fuel consumption and limits the possibility of further increasing the flight range and improving fuel efficiency indicators to less than 87.55 g / passenger-km.

The unmanned rotorcraft of the Quadcruiser model of the European company Airbus Group is known, having four lifting and one marching vertically and horizontally oriented engines, respectively, with main and rear rotors used in helicopter and aircraft flight modes and located at the ends of the tandem wings and fuselage behind the second wing in nacelles.

Signs that coincide are the presence of high-lying tandem wings equipped with four engine nacelles, each of which has a front elongated nacelle extended beyond the corresponding wing edges with vertically oriented electric motors and rotors. A pushing screw located respectively behind the fuselage behind the vertical tail provides marching thrust for horizontal cruising at a speed of 90 km / h.

Reasons that impede the task: the first is that the "Quad-cruiser" of the four-screw carrier circuit and with a rear pushing propeller of a constant pitch at the end of the fuselage, used only in airplane flight modes, has a complicated electric motor control circuit with the independent rotation of the four rotors on helicopter flight modes, low payload and weight return. The second is that the rotors of the same diameter located on the wing nacelles of the tandem have radii not exceeding the length of the elongated nacelles on the wing, which limits its take-off weight. In addition, it also complicates the design of the wing with elytron nacelles and, as a result, increases the mass of its glider. The third one is that its aerodynamic design, in which the main lifting force necessary for cruising, is created by tandem wings, which are the supporting aerodynamic surfaces, and the additional lifting force is four rotors, but their component in the total aerodynamic lifting force with wings is limited . Therefore, the possibility of increasing weight return with increasing speed, take-off weight and flight time is more than 50 minutes, but the parking size of the airframe is very limited.

Closest to the proposed invention is a high-speed helicopter "Raider S-97" company Sikorsky (USA), made according to the twin-screw coaxial circuit, has a power plant engine (SU), which transmits torque through the main gearbox and transmission shaft system to the rotors and rear screw mounted respectively above the center of mass and at the end of the tail boom behind the tail.

Signs of coincidence are the presence of a two-tail plumage, a GE-YT706 turboshaft engine with a power of 2600 hp, a main gearbox and transmission shafts transmitting power to a three-blade coaxial rotor with a diameter of 10.3 5 m and a six-blade pushing screw with a diameter of 2.13 m, providing both the implementation of GDP or freezing, and its horizontal high-speed flight. The rotation of the coaxial screws is synchronized and oppositely directed. Take-off thrust-weight ratio of SU, which allows for a short hanging time, to achieve a payload of 1000 kg with a take-off weight of 5217 kg. High-speed helicopter Raider S-97, with a cruising flight speed of up to 440 km / h, a range of up to 600 km and a dynamic ceiling of 4570 m, can be used to transport 6 people with fuel efficiency of at least 87.93 g / pass / km

Reasons that impede the task: the first is that the helicopter has a twin-screw coaxial circuit and with a rear thrust propeller, used only in cruising flight modes. This increases the parasitic mass during the implementation of GDP and reduces the weight return and range. The second one is that with a fuselage length of 11.752 m and a rotor diameter of 10.35 m, it determines the take-off / parking area of 121.63 / 121.63 m ² and the corresponding specific take-off / parking capacity of the payload 8.2.2216 / 8 , 2216 kg / m ² at MON = 1.0 ton. The third one is that when hanging, the coaxial arrangement of rotor screws of variable pitch and with the control of the cyclic pitch of the lower one significantly complicates their design, and the constant vibrations arising from the operation of its swashplate, creating adverse conditions for the operation of other mechanisms and equipment. The fourth one is that the coaxial arrangement of two screws with automatic swash plates of their blades significantly increases the mass of control units, the main gearbox and its height (providing a separation between the blades of the lower and upper screws of 8.5% of their diameter), which limits the possibility of basing. The fifth is that in a helicopter of a twin-screw coaxial circuit with semi-rigid blade mounting there is an adverse mutual influence (inductive loss) of the coaxial rotors, which in some cases can lead to their overlap. In addition, the absence of a transverse V above the coaxial rotors with an angle (ψ> 0) precludes the safe use of rescue equipment by parachute without touching its slings with rotor blades. All this limits the possibility of improving the weight return, increasing the speed and range, but also determines the high specific fuel consumption.

The present invention solves the problem in the above-mentioned well-known high-speed helicopter "Raider S-97" to increase the payload and weight gain, increase the speed and range, reduce vibrations and eliminate the occurrence of resonance when stopping and non-retractable wing-propellers in flight, simplifying the longitudinal lateral controllability both during hovering and high-speed horizontal flight, but also during transitional maneuvers, as well as improving fuel efficiency and flight safety.

Distinctive features of the present invention from the above-mentioned well-known high-speed helicopter "Raider S-97", closest to it, is the fact that it is equipped with two systems with different-sized propellers in the propulsion-steering (DRS) and the said twin-screw coaxial carrier (ДСНС), including over the fuselage and under the fairing of the upper beam of the tier-two-beam scheme in DSNS-X2 a couple with the opposite rotation of the single-blade large rotors (HB) with profiled counterweights, providing the creation of vertical thrust only with vertical and short take-off / landing (GDP and KVP), and a twin-screw DRS-X2 with pushing smaller screws mounted in the rear annular channels (ZKK) both to create control moments when performing GDP and hovering, as well as marching thrust at high-speed horizontal flight and two fixed wing blades of the upper and lower large HB mounted respectively above the fuselage with a highly located rear swept wing (WCC) and under the oval in the plan view fairing of the upper beam with a highly located front a reverse sweep snout (CBS), which forms an X-shaped sweep with a lower KSK when viewed from above and equipped with flaps along with the KSK and the possibility of synchronous rotation of their consoles in the plane of the KSK and KOS chords, respectively, back and forth along the flight during GDP and freezing or parking on the ground, respectively, to reduce losses in the vertical thrust of the DSNS-X2 or the parking area with fixed wing blades along the axis of symmetry and installed backward in flight between the upper and lower vertically spaced gantry beams forming streamlined configurations respectively at the ends of the fairing of the upper beam and the fuselage and providing free rotation of large HB between both KOS and ZSK consoles mounted respectively with a positive and negative transverse V angle, and tail beams connected at their ends along the trapezoid axis of symmetry inter-beam keel with rudder with trapezoidal ventral keel and stabilizer; on the consoles of the latter, gearboxes of smaller screws are mounted in the left and right ZKK and flnn with the possibility of converting its flight configuration after performing KVP or GDP technology from a rotorcraft or helicopter with ДСНС-Х2 and a steering ДРС-Х2 into a corresponding high-speed rotorcraft or aircraft with a marching ДРС-Х2, respectively, with single-blade HB operating in modes close to their autorotation or with fixed wing blades and telescopic counterweights synchronously pulled into the fairings of single-bladed HB bushings, the blades of which are placed perpendicular to the plane of symmetry and extended from the latter outward into the opposite sides, increasing both the area and the bearing capacity of the wing system with an X-shaped sweep (CWS), and forming with its consoles a diagram of a freely carrying multilevel triplane, but also vice versa, while the single-blade lower and upper HB mounted on the corresponding output shafts of the main gearboxes, the upper hollow of which is equipped with a hollow fixed support mounted coaxially inside the latter, which is rigidly fixed with its lower end to the main gearbox housing, and the upper one is centered relative to its top of its shaft with the help of a bearing assembly so that the upper part of the support protruding from the shaft is fixed together with the front CBS center wing in the fairing of the upper beam, and in the DRS-X2 in the ZKK with vane-reversing smaller screws having both rigid fastening of the blades and the possibility of changing their common step and installation of their blades in the vane position after they stop and fix for emergency landing with autorotating HB, but also the possibility of creating marching thrust during horizontal high-speed flight, and also direct and reverse horizontal thrust of DRS-X2 when performing GDP and freezing for corresponding translational movement along its longitudinal axis and performing intensive blowing after preliminary in-phase and differential deviation of both a pair of upper and lower, and a pair of left and right elevators in the corresponding ZKK, changing respectively the longitudinal and transverse balancing during the implementation of GDP and freezes, installed at the output of the corresponding ZKK as bottom and top by half the radius smaller screws from the center of each ZKK, the outer ends of which are bent to their central axis and have developed limbs with a sweep along the leading edge, providing the rudders to deviate up and down by angles of attack of ± 15 °, while single-bladed HB, creating air flows, which, reducing noise and vibrations, but also reducing aerodynamic interference, do not interact with smaller screws in the CCZ and are made without controlling the cyclic change of their pitch and with rigid fastening of their blades and profiled counterweights, but also creating complete compensation of reactive torques in the opposite direction of rotation between the screws in a spaced pair along the height of the HB, for example, when viewed from above, the upper and lower HB rotate clockwise and counterclockwise, respectively, so that their corresponding advancing blades pass over the left and right sides of the fuselage from the rear to the bow of the nose and, as a result, ensure the elimination of the gyroscopic effect, a harmonious combination of lateral and directional control when performing GDP and freezing and creating a smoother th of airflow of each beam.

больше концевых хорд, которые при соответствующем их отклонении преобразуют прямые консоли КОС и ЗСК в консоли с обратным сужением, создающим повышение несущей их способности на винтокрылых режимах полета при обдуве их консолей в зоне максимальных индуктивных скоростей воздушного потока от однолопастных НВ, размещенных в полностью симметричной и синхронно-сбалансированной ДСНС-Х2 и работающих совместно с маршевой тягой ДРС-Х2 в ЗКК, продольная ось которых размещена либо выше, либо по продольной линии, проходящей при виде сбоку соответственно над вертикальным центром масс, либо по его центру и, следовательно, уменьшает возможность возникновения кабрирующего момента, при этом НВ снабжены системой обтекателей, имеющей как обтекатели втулок, каждый из которых имеет верхний и нижний выпуклые профили, имеющие эллиптическую конфигурацию, так и обтекатель колонки соосных валов, размещенный между соответствующими обтекателями втулок и уменьшающий общее сопротивление и разнос между лопастью нижнего и верхнего НВ не менее 14% от их радиуса, причем обтекатель, колонки валов имеющий при виде сверху каплевидную форму и систему предотвращения неуправляемого вращения обтекателя вала вокруг оси вращения, смонтирован так, что имеет верхний и нижний щелевые зазоры, выполненные зеркально эллиптическим поверхностям соответствующих обтекателей втулок НВ, при этом обтекатель колонки валов, облегчающий обтекание, уменьшающий разделение потока и сопротивление, снабжен при виде сбоку горизонтальными аэродинамическими равновеликими гребнями, параллельно смонтированными по три с каждой задней боковой его вертикальной поверхности так, что каждый центральный, установленный по ее середине и ближе к задней его кромке, имеющей обратную стреловидность, а верхний и нижний аэродинамические гребни в свою очередь установлены дальше от нее и при этом равноудалены от центрального, причем обтекатель верхней балки, имеющий в верхней автоматически раскрываемой части контейнер с вытяжным и основным парашютами, стропы последнего закреплены на верхней части полой опоры, что обеспечивает, защищая от ударной нагрузки совместно с энерго поглощающими стойками колесного шасси, допустимое уменьшение скорости снижения до 7 м/с, что смягчает приземление при аварийной посадке на парашютной спасательной системе, при этом в системе крыльев ХОС переднее КОС и нижнее ЗСК с равновеликими площадями имеют в сумме 69% от общей площади системы крыльев ХОС совместно с крыльями-лопастями НВ в самолетной полетной конфигурации, причем при выполнении ВВП и зависания плавное перераспределение мощности от двух, например, турбовальных или турбодизельных двигателей (ТВаД или ТДД) обеспечивается главным многоуровневым и кормовым редукторами на однолопастные НВ ДСНС-Х2 и меньшие винты ДРС-Х2 в ЗКК соответственно 90% и 10% от располагаемой взлетной их мощности на вертолетных режимах полета при удельной нагрузке на мощность СУ равной ρ_N=3,04 кг/л.с., а на самолетных режимах полета при зафиксированных соответствующим образом лопастях-крыльях НВ перераспределяется 70% от взлетной мощности СУ системой трансмиссии только на меньшие винты в ЗКК, но и обратно.In addition, the aforementioned KOS and ZSK consoles are made with the possibility of their simultaneous folding up and down, respectively, when they are located above the fairing of the upper beam and along the sides of the fuselage, while single-bladed HBs with a stepped profile of the end part on one third radius of each with reverse narrowing of the blade, having an end chord of a blade 2.0 times larger than its root chord and a wedge-shaped profile with an angle α = 10 ° and a continuous lower surface, made with an upper ledge-cut of a triangular shape in plan, forming s concave rear edge inwardly into the blade at its maximum chord (b _maxHB), combined in a ledge-recess with the vertex of an isosceles triangle in plan, forming both the width and depth profile configuration steps - is correspondingly 1/3 of the chord b _maxHB 2 / 3 of the thickness c _maxHB , and the pointed tip of the blade having a parabolic leading edge and reverse sweep the rear edge, and the said telescopic counterweights HB have a radius (r _TP ) in the retracted and extended position is equal to the radius of the fairing of the sleeve ki of HB, having diametrically placed slices in the form of circular segments, the chords of which are equal to the root chords of the HB and the counterweight, and 30% of the radius of the HB, respectively, with each counterweight having the root and end chords respectively equal and 1.2 times smaller than the root chord HB, made with the end part in the form of a reciprocal segment of a circle with a diameter equal to the fairing of the sleeve of the HB, mating when it is retracted with a slice of the circular segment of the sleeve, forming a streamlined round shape in plan, and when nenii OIO rotorcraft and horizontal flight console CBS and ZSK, having flaps with gross root chords in

there are more end chords, which, with their corresponding deviation, transform the straight KOS and ZSK consoles into consoles with reverse constriction, creating an increase in their carrying ability on helicopter flight modes when their consoles are blown in the zone of maximum inductive airflow velocities from uni-blade HBs located in completely symmetrical and synchronously-balanced DSNS-X2 and working in conjunction with the marching thrust of DRS-X2 in the ZKK, the longitudinal axis of which is located either above or along the longitudinal line passing when viewed from the side, respectively directly above the vertical center of mass, or at its center, and therefore reduces the possibility of a momentum occurring, while the HVs are equipped with a fairing system having both fairings of the bushings, each of which has an upper and lower convex profiles having an elliptical configuration, and a fairing of the column coaxial shafts, located between the respective fairings of the bushings and reducing the total resistance and the spacing between the blade of the lower and upper HB at least 14% of their radius, and the fairing, the shaft columns having when viewed from above, the teardrop shape and the system for preventing uncontrolled rotation of the shaft fairing around the axis of rotation are mounted so that it has upper and lower slotted gaps made mirror-elliptical to the surfaces of the corresponding fairings of the HB bushings, while the cowling of the column of shafts facilitates the flow around, reducing the separation of flow and resistance, provided when viewed from the side, with horizontal aerodynamic isometric ridges parallel to each other mounted three on each of its rear lateral vertical the surface so that each central one, installed along its middle and closer to its rear edge, having a reverse sweep, and the upper and lower aerodynamic ridges, in turn, are installed further from it and at the same time are equidistant from the central one, with the fairing of the upper beam having automatically disclosed parts of the container with the exhaust and main parachutes, the slings of the latter are fixed on the upper part of the hollow support, which provides, protecting against shock load together with energy-absorbing struts of the wheel si, an allowable decrease in the speed of descent to 7 m / s, which mitigates landing during an emergency landing on a parachute rescue system, while in the CWS wing system the front CWS and the lower WCC with equal areas have a total of 69% of the total area of the CWS wing system together with NV wing-blades in an airplane flight configuration, and when GDP and freezing are met, a smooth redistribution of power from two, for example, turboshaft or turbodiesel engines (TVAD or TDD) is provided by the main multi-level and aft gearboxes for single-blade NV DSNS-X2 and smaller DRS-X2 propellers in ZKK, respectively 90% and 10% of their available take-off power in helicopter flight modes with a specific load on the SU power equal to ρ _N = 3.04 kg / hp., and in airplane flight modes, with properly fixed blades-wings, the NV redistributes 70% of the take-off power of the SU with the transmission system only to smaller screws in the ZKK, but also vice versa.

In addition, the wedge-shaped profiles of the HB blades and their continuous upper surface are made with a lower ledge-cut of a triangular shape, which are equipped with the ability to move them in the vertical plane both in phase and differentially, but also synchronously with the ledge-cut of another HB.

In addition, to increase the speed of horizontal flight and the thrust-weight ratio of its combined SU, the said pushing screws 12-13 in ZKK 14 are made with a drive from a stern turbofan engine (KTVD), the turbine of which is mounted at the end of a thin tail boom, covered by a cowl of a ring fan, which is moved forward and along the axis of symmetry from its turbine and equipped with a gas-dynamic drive of the high-pressure turbojet engine from the above-mentioned high-pressure air tubes having each degree of air compression (π _k ) of at least 15.0 under static conditions in their compressor x high pressure, but also a system for gas selection and delivery 28 of its flow to the KTVD drive, which includes a turbine 29 with an output shaft and a planetary gear 30 of the fan drive 31 in the annular cowl 32 from the output shaft of the cross-shaped reducer 33 through the clutch 34, additional a combustion chamber 35 with a fuel consumption regulator and a fuse, an S-shaped side view of the gas supply channel 36 to the turbine 29, the central body, the gas exhaust channel 37 and the fuel pipe 38, which is used only when performing KVP to supply fuel to the body of the KTVD combustion chamber, then, after a short take-off in the reloading variant and transition to a horizontal high-speed cruising flight, the fuel supply system 38 partially overlaps with a simultaneous increase in the gas supply to the KTVD turbine 29 from the working fuel engine disconnected from the HB drive transmission system and, therefore, as exclusion of power take-off on HB 19-20 from the take-off power of two high-pressure fuel assemblies, allowing to increase gas take-off from them, and at large values of a given gas take-off to maintain a given march value the thrust of the ring fan 31 and two pushing screws 12-13 with the required supply of fuel to the combustion chamber 35 decreases, then, as they are throttled ahead of time, the compensatory gas extraction from the two high-pressure fuel pumps increases, while the front power vents are mounted at the inlet and outlet of the annular cowl and rear stiffeners mounted on the corresponding parts of the split tail boom and rigidly interconnected by power shells fixed inside the annular fairing, and the width of the cut tail boom the height of the gap between the outer surface of the last and the inner surface of the annular fairing provides free rotation of the annular fan and the operation of its blades in the interbody gap, while the hub with the spokes of the annular fan is fixed to the output shaft of the cross-shaped gear in the plan so that the protruding part of the shaft from the hub with the front end is centered by means of a bearing assembly mounted on stiffeners fixed inside the front split part of the tail boom.

In addition, the drive of the ring fan 31 and two pushing screws 12-13 is provided by the transmission system from the main gearbox through the coaxial longitudinal rear shafts, respectively, the outer and inner ones, and, respectively, through the clutch and the T-shaped intermediate feed gearbox with transverse shafts and angular gears of the pushing screws 12-13, while the protruding part of the outer shaft from the hub of the annular fan 31 with the rear end is centered using a bearing assembly mounted on ah stiffness fixed inside the rear part of the split tail boom.

Owing to the presence of these features, it is possible to master a high-speed hybrid helicopter-plane (СГВС), which is equipped with two systems with different-sized propellers in the propulsion-steering (DRS) and the mentioned twin-screw coaxial bearing (ДСНС), including above the fuselage and under the fairing of the upper beam tier-two-beam circuits in DSNS-X2 a pair with opposite rotation of single-blade large rotors (NV) with profiled counterweights, ensuring the creation of vertical traction only when performing GDP and KVP, and a twin-screw DRS-X2 with pushing them with smaller screws mounted in the rear annular channels (ZKK) both for creating control moments during the performance of GDP and freezing, and for marching thrust during high-speed horizontal flight and two fixed wing blades of the upper and lower large HB mounted respectively above the fuselage with a highly located rear sagittal wing (ZSK) and under the oval in the fairing of the upper beam with a highly located front wing of the reverse sweep (CBS), forming with the lower ZSK when viewed from above X-shaped page liberty and flaps equipped along with the ZSK and the possibility of simultaneous rotation of their consoles in the plane of the ZSK and KOS chords, respectively, back and forth along the flight during GDP and hovering or standing on the ground, respectively, to reduce losses in the vertical thrust of the DSNS-X2 or the parking area with fixed wing-blades along the axis of symmetry and installed backward in flight between the upper and lower vertically spaced tail beams, forming streamlined configurations, respectively, at the ends of the fairing I of the upper beam and the fuselage and providing free rotation of large HB between both the KOS and ZSK consoles mounted respectively with a positive and negative transverse V angle, and the tail beams connected at their ends along the symmetry axis by a trapezoidal beam beam keel with a rudder having a trapezoidal dorsal fuselage keel and stabilizer, on the consoles of the latter mounted gearboxes of smaller screws in the left and right ZKK and made with the possibility of converting its flight configuration after performing technology KVP or GDP from a rotorcraft or helicopter with ДСНС-Х2 and steering gear ДРС-Х2 to the corresponding high-speed rotorcraft or airplane with marching ДРС-Х2, respectively, with single-bladed HBs operating in regimes close to their autorotation or when fixed wing-blades and synchronously retracted telescopic counterweights into the fairings of the single-bladed HB bushings, the blades of which are placed perpendicular to the plane of symmetry and are carried out from the latter outward in opposite directions, increasing both the area and the bearing capacity of the wing system with an X-shape sweep (CW), and forming with its consoles a diagram of a freely supporting multilevel triplane, but also vice versa, while the single-blade lower and upper HB mounted on the corresponding output shafts of the main gearbox, the upper hollow of which is equipped with a hollow fixed support mounted coaxially inside the latter, which is rigidly fixed with its lower end to the main gear housing, and the upper one is centered relative to its upper shaft by means of a bearing assembly so that the upper part of the bearing protruding from the shaft fastened together with the center wing center wing center wing in the fairing of the upper beam, moreover, in DRS-X2 in the ZKK with vane-reversing smaller screws having both rigid fastening of the blades, and the ability to change their total pitch and install their blades in the vane position after they stop and fix for emergency landing mode with autorotating HB, but also the possibility of creating marching thrust during horizontal high-speed flight, as well as direct and reverse horizontal thrust DRS-X2 when fulfilling GDP and freezing for admission proper corresponding movement along its longitudinal axis and performing intensive blowing after preliminary in-phase and differential deviation of both the pair of upper and lower, and the pair of left and right elevators in the corresponding ZKK, changing accordingly the longitudinal and transverse balancing when fulfilling the GDP and freezing, installed at the output corresponding ZKK both bottom and top by half the radius of the smaller screws from the center of each ZKK, the outer ends of which are bent to their central axis and have p elbows with sweep along the leading edge, providing up-and-down deflection of elevators by angles of attack of ± 15 °, while single-bladed HBs create air currents that, reducing noise and vibration, but also reducing aerodynamic interference, do not interact with smaller screws in ZKK are made without controlling the cyclic change of their pitch and with rigid fastening of their blades and profiled counterweights, but also of creating complete compensation of reactive torques from the HB with the opposite direction of rotation between intami in a spaced pair along the height of the HB, for example, when viewed from above, the upper and lower HB rotate clockwise and counterclockwise, respectively, so that their corresponding advancing blades pass over the left and right sides of the fuselage from the stern to the bow and, as a result, ensure the elimination of the gyroscopic effect, a harmonious combination of lateral and directional control during the implementation of GDP and freezing and the creation of a smoother air flow around each beam. All this will make it possible to increase the longitudinal stability and controllability along the roll during transitional maneuvers in the GHS, and the placement of the control system with two TVAD behind the center of mass will simplify the transmission system. This will also improve flight safety and use a smaller airfoil in their diameter, which will reduce the midship of the fuselage, but also its aerodynamic drag. The use of single-blade coaxial HB will allow to achieve higher aerodynamic efficiency, despite the harmful resistance of each profiled balancing counterweight. To prevent unwanted vibrations, single-blade HBs operate at high peripheral speeds. Therefore, the main mode of operation of single-bladed HBs is the vertical movements of the hot water cylinder. In the case of oblique blowing, the draft of the HB changes cyclically. Therefore, the rigid attachment of the blades improves controllability, especially coaxial single-blade HB. In synchronized coaxial single-blade HB, the moments M _roll and M _prod from the upper and lower single-blade HB when transferred to the fuselage through a tier-two-beam scheme are mutually annihilated. Therefore, the aerodynamic coefficient of single-bladed aircraft in a symmetrical twin-screw coaxial design will be 1.26-1.28 higher than that of a helicopter two- or three-blade single aircraft. This will reduce the weight of the airframe, increase weight return and improve fuel efficiency by 50% in comparison with high-speed helicopters "Raider S-97" and "AVX". Moreover, this will also allow, in comparison with traditional turboprop aircraft wings, to increase maneuverability at low flight speeds and during transitional maneuvers, but also to reduce the stall speed for an increase set by 1.15-1.2 times the coefficient of elevation of the CWS wing system, which together with HB wings-wings in the production of lifting force during take-off and landing flight regimes of decked GHS.

The present invention of the preferred embodiment of a turbofan ventilated CHW with a wing system CWS, DSNS-X2 and DRS-X2 driven by a KTVD with an external ring fan is illustrated in FIG. 1 and general views from the side and top, respectively a) and b) with the location of two single-blade coaxial HB above the fuselage and under the fairing of the upper beam when using it:

a) in the flight configuration of a helicopter with DRS-X2 in the ZKK and DSNS-X2, with single-bladed HB with profiled telescopic balances, located above the fuselage and under the fairing of the upper beam in a tier-two-beam scheme and rotating between vertically spaced beams and KOS and ZSK consoles;

b) in the flight configuration of the aircraft with the HOS wing system, which creates lift together with the fixed wing blades of the HB and their telescopic counterweights pulled in, the marching thrust provided by the KVVD external fan and pushing screws in the ZKK with the conditional arrangement (dotted line of the left) and the right CBS consoles and ZSK in the parking and flight configuration;

c) a layout diagram of a combined control system with an external ring fan KTVD and its gas-dynamic drive from two turboshaft engines.

The turbofan ventilated CHH shown in FIG. 1, is made according to a tier-two-girder scheme with a composite carbon fiber glider and the DSNS-X2 concept with DRS-X2, has a fuselage 1 and two with multidirectional sweep of highly located tandem wings, front KOS 2 and lower ZSK 3 of which are mounted respectively with positive and negative transverse V angle, flaps are provided throughout the whole range 4. In the system of different-level CWL wings, the front CBS 2 is fixed with its root parts in front of the fairing 5 of the upper beam 6 mounted along the symmetry axis above the tail beam 7 fuselage 1, and at the level of the latter, the lower ZSK 3 is fixed. Vertically spaced tail beams 6-7, connected at their ends along the symmetry axis by a trapezoidal inter-beam keel 8 with a rudder 9 having a trapezoidal fuselage keel 10 and stabilizer 11, gearboxes of the latter are mounted channel left 12 and right 13 pushing screws in ZKK 14 having left upper 15 with lower 16 and right upper 17 with lower 18 elevators at their exit. The coaxial upper 19 and lower 20 single-blade HBs have profiled telescopic counterweights 21 made in the form of segments of fairings of bushings 22 and 23 HB, which are mounted on the corresponding output shafts of the main gearbox, the upper hollow of which is equipped with a hollow fixed support, which is rigidly fixed in the lower part of the main the gearbox, and the top one is centered and fixed with the KOS 2 center wing in an oval fairing 5. In between the bushings 22-23 there is a fairing 24 of the column of coaxial HB 19-20 shafts with aerodynamic horizontally E ridges 25, parallel mounted on each rear side surface in terms of guttate fairing 24. Pushing screws 12-13 in the zone 14 are vane-reversible. During an emergency landing during GDP in the event of a failure of the SGHV engines, its single-blade 19-20 HBs operate in autorotation mode and unload the KOS 2 and ZSK 3 HOS wing systems, and during horizontal flight and the failure of its two engines, the blades pushing 12-13 propellers fluke to prevent autorotation. At the same time, flaps 4 of KOS 2 and ZSK 3 are automatically deflected by an angle of 30 °, and when KVP is performed in a rotorcraft configuration and to reduce losses in the vertical thrust of HB 19-20, by an angle of 47 °. All single-blade coaxial HB 19-20 DSNS-X2 are made without swash plates and with rigid fastening of their blades and profiled counterweights 21, but also with the possibility of creating from all HB full compensation of reactive torques with the opposite direction of rotation between the HB in the coaxial group as the upper 19 and bottom 20, for example, when viewed from above, rotate clockwise and counterclockwise, respectively (see Fig. 1b).

The combined control system has engine nacelles 26 (see Fig. 1b) with a theater engine located behind the center of mass on the fuselage 1 and on both sides of the axis of symmetry, equipped with a stern turbofan engine (KTVD) with its gas-dynamic drive from two theater engines, made with front shaft output for the selection of both their take-off power and gas for the KTVD turbine. Each of the TAD, forming a synchronizing system with a corresponding connecting shaft and the main gearbox, is equipped with a clutch (not shown in Fig. 1). The excessive thrust-weight ratio of the SU ensures the continuation of the flight with one operating theater engine and the rotation of the coaxial 19-20 HB during the transition mode, which makes it possible to carry out a flight or emergency landing with a parachute emergency system installed in the fairing 5 of the upper beam 6, which has a container in the upper automatically disclosed part 27 with parachutes, which increases the level of flight safety. The transfer of take-off power during GDP and hovering in a helicopter configuration is provided by the main gearbox for coaxial 19-20 HB, but also gas for the 29 HPLC turbine with an external fan 31 through the gas pipe 38 and S-shaped when the side view of the channel 36 for supplying gas to the turbine engine 29 from operating TVAD, disconnected from the transmission system of the HB 19-20 drive. Power in a horizontal high-speed flight in an airplane configuration is transferred from the KTVD to the thrusting 12-13 screws in the ZKK 14 and through the clutch 34 to the external fan 31 in the annular cowl 32 through the planetary gearbox 30 by means of a crosswise-shaped gearbox 33 and corresponding connecting shafts.

The control of the turbofan ventilated SHW is provided by the general and differential change in the pitch of the coaxial group 19-20 HB and the deviation of the steering surfaces: rudders 9 and heights 15-18. During cruise flight, the lifting force is generated by KOS 2 and ZSK 3 in the CWS system and with fixed wing blades HB 19 and 20, which are stopped above the fuselage 1 and under the cowl 5 of the KSK 2 of the KZK system (see Fig. 1a), horizontal thrust - with pushing screws 12-13 in ZKK 14, in the hover mode only with coaxial HB 19-20, in the transition mode - with wings 2-3 and with HB 19-20. When switching to vertical take-off and landing (hovering) in the forward CBS 2 and ZSK 3, their flaps 4 synchronously deviate to their maximum angles (see Fig. 1b). After creating the thrust with coaxial 19-20 HB, helicopter flight modes are provided using only the 12-13 DRS-X2 pushing propellers, driven by the HVAC with the fan 31 turned off in the cowl 32 from the HVAC drive with the clutch 34 (see Fig. 1b). In this case, single-blade 19-20 HBs have their rotation opposite to each other between the screws in the coaxial group (see Fig. 10. Developed rudders of height 15-18 deviate from the horizontal position up and down by angles of ± 15 ° during take-off and landing flight modes, respectively, when the implementation of KVP technology in airplane flight modes.

When hovering on helicopter flight modes of the CWS, the directional control is carried out by differential change in the pitch of the coaxial upper 19 and lower 20 HB. When performing GDP and freezing, the longitudinal and lateral control is carried out by preliminary in-phase and differential deviation of the elevators of the upper 15, 17 with the lower 16, 18 and left 15-16 with the right 17-18 at the output of ZKK 14, providing appropriate balancing when they are blown with the pushing screws 12 -13 followed by a corresponding change in their step.

After vertical take-off and climb, the mechanization of KOS 2, ZSK 3 is removed and, to switch to the airplane horizontal flight mode, the wing-wings 19-20 of single-bladed HBs synchronously stop and are fixed perpendicular to the plane of symmetry (see Fig. 1b) and then a joint marching thrust with pushing screws 12-13 in ZKK 14 and fan 31 in the fairing 32 (see Fig. 1b) and a high-speed flight is performed, in which the directional control is provided by the rudder 9 of the inter-beam keel 8. The longitudinal and lateral control is carried out It is in-phase and differential deviation of elevators 15-18, respectively, upper with lower and left with right on ZKK 14.

Thus, a turbofan ventilated gas-air heater with twin-screw ДРС-Х2 and ДСНС-Х2, having pushing screws in the rear air compressor with an external fan of the aft KTVD and single-blade coaxial HB, the lower and upper of which are mounted above the fuselage and under the cowl of the CBS of the XOS system, is a high-speed winery an aircraft that changes its flight configuration only by fixing the symmetrical surfaces of the HB wing blades relative to the longitudinal axis. Vane-reversing propellers in the ZKK together with the KTVD fan, creating horizontal and mid-flight thrust, provide the necessary control torques for helicopter and airplane flight modes, but also reduce the distance when landing with mileage. The CWS system with CWS and WCC, creating a set of 1.15-1.2-fold increase in the CWC system lifting coefficient together with wing-blades in the production of lifting force, will allow, along with the high thrust-weight ratio of the SU, to realize the possibility of implementing the GDP and KVP technology during take-off landing flight modes and, especially, decked hot water tank with combined SU, which has the smallest mass, especially with a gas-dynamic drive of the KTVD fan from the main theater of high-explosive. However, the combined control system of this circuit has an increased fuel consumption compared to a diesel control system. Therefore, such a control system can be considered as an alternative only for deck-based CWS with a short duration of flight time.

However, there is no doubt that, on the way to the development of the GHS, using the above advantages, many difficulties and problems still have to be overcome. This primarily relates to solving the problems of aerodynamic interference of coaxial HBs and the possibility of ensuring stability and controllability in the GDP regimes and hovering during their operation in synchronously-balanced and symmetrical DSNS-X2 single-blade HBs, which are very promising as stopping and non-retractable propellers - wings, which eliminates the presence of nodes of the flip of the blades (for the organization of symmetrical surfaces of the wing relative to the longitudinal axis) or very structurally complex systems of their folding and cutting HB ki. Undoubtedly, over time, the widespread use of TDD in the SU will allow reducing fuel consumption by more than half in comparison with high-speed helicopters of the twin-screw coaxial circuit of the American companies AVX and Sikorsky, which is important for commercial GHS (see Table 1).

Claims (5)

1. A high-speed hybrid helicopter-plane, made according to a twin-screw coaxial circuit, has a power plant (SU) engine that transmits torque through the main gearbox and the transmission shaft system to the main rotors and the rear rotor mounted respectively above the center of mass and at the end of the tail boom for tail unit, characterized in that it is equipped with two systems with different-sized propellers in the propulsion-steering (DRS) and the said twin-screw coaxial carrier (ДСНС), including above the fuselage and under the fairing of the upper beam a double-girder scheme in DSNS-X2, a pair with opposite rotation of single-blade large rotors (HB) with profiled counterweights, ensuring the creation of vertical thrust only for vertical and short take-off / landing (GDP and KVP), and a twin-screw DRS-X2 with pushing smaller screws mounted in the rear annular channels (ZKK) both for creating control moments during the performance of GDP and freezing, and for marching thrust during high-speed horizontal flight and two fixed wing blades of the upper and lower IWs mounted respectively above the fuselage with a high rear swept wing (WCC) and below the oval in the fairing of the upper beam with a highly located front wing sweep (CBS), forming with the lower WCC when viewed from above, X-shaped sweep and equipped along with the WCC flaps and the possibility of synchronous rotation of their consoles in the plane of the chord ZSK and KOS, respectively, back and forth along the flight during the implementation of GDP and hovering or parking on the ground, respectively, to reduce losses in DSNS-X2 thrust or parking area with fixed wing blades along the axis of symmetry and installed backward in flight between the upper and lower vertically spaced tail beams, forming streamlined configurations respectively at the ends of the fairing of the upper beam and fuselage and providing free rotation of large HB between consoles KOS and ZSK mounted respectively with a positive and negative angle of the transverse V, and tail beams connected at their ends along the axis of symmetry trapezoidal inter-beam keel with rudder with trapezoidal ventral keel and stabilizer, on the consoles of the latter mounted gearboxes of smaller screws in the left and right ZKK and made with the possibility of converting its flight configuration after performing KVP or GDP technology from rotorcraft or helicopter with ДСНС-Х2 and steering ДРС -X2 to the corresponding high-speed rotorcraft or aircraft with marching DRS-X2, respectively, with single-bladed HB operating at modes close to their autorotation or with fixed wing blades and synch of telescopic counterweights drawn into the fairings of the single-blade HB bushings, the blades of which are placed perpendicularly from the plane of symmetry and outward from the latter in opposite directions, increasing both the area and the bearing capacity of the wing system with X-shaped sweep (CWS), and forming a scheme with its consoles of a freely supporting multi-level triplane, but also vice versa, while the single-blade lower and upper HB mounted on the corresponding output shafts of the main gearbox, the upper hollow of which is provided with a floor fixed support mounted coaxially inside the latter, which is rigidly fixed with its lower end to the main gear housing, and the upper one is centered relative to its upper shaft by means of a bearing assembly, so that the upper part of the bearing protruding from the shaft is fixed together with the center section of the front CBS in the fairing of the upper beam moreover, in the DRS-X2 in the ZKK with vane-reversing smaller screws having both rigid fastening of the blades, and the ability to change their total pitch and install their blades in the vane polo after stopping and fixing them for emergency landing with autorotating HBs, but also the possibility of creating marching thrust during horizontal high-speed flight, as well as forward and reverse horizontal thrust DRS-X2 during GDP and freezing for corresponding translational movement along its longitudinal axis and performing intensive blowing after a preliminary in-phase and differential deviation of both a pair of upper and lower, and a pair of left and right elevators in the corresponding ZKK, changing accordingly, the longitudinal and transverse balancing when performing GDP and freezing, installed at the output of the corresponding ZKK both from below and above by half the radius of the smaller screws from the center of each ZKK, the outer ends of which are bent to their central axis and have developed limbs with sweep along the leading edge, which ensures deviation of elevators up and down by angles of attack of ± 15 °, while single-bladed HBs create air currents that, while reducing noise and vibration, but also reducing aerodynamic interference, do not mutually operate with smaller screws in the CCZ and are performed without controlling the cyclic change of their pitch and with rigid fastening of their blades and profiled counterweights, but also of creating full compensation of the reaction torques from the HB with the opposite direction of rotation between the screws in a spaced pair along the height of the HB, for example, top view, the upper and lower HB rotate clockwise and counterclockwise, respectively, so that their corresponding advancing blades pass over the left and right sides of the fuselage from aft to fore parts and as a result, provide eliminating gyroscopic effect the harmonious combination of the transverse and yaw control when the GDP and hovering and creating a more smooth flow the air flow of each beam. 2. High-speed hybrid helicopter-airplane according to claim 1, characterized in that the said KOS and ZSK consoles are made with the possibility of their simultaneous folding up and down, respectively, when they are placed above the fairing of the upper beam and along the sides of the fuselage, with one-bladed HB with step the profile of the end part on one third of the radius of each with a reverse narrowing of the blade, having an end chord of the blade 2.0 times larger than its root chord and a wedge-shaped profile with an angle α = 10 ° and a continuous lower surface, is made with an outline ledge-cut of a triangular shape in plan, forming the rear concave edges inside the blade at the point of its maximum chord (b _maxHB ), combined in the ledge-cut with the apex of an isosceles triangle in the plan, forming as a configuration of the step profile in width and depth - this is 1 respectively / 3 of the chord b _maxHB and 2/3 of the thickness c _maxHB , and the pointed tip of the blade having a parabolic front edge and reverse sweep the rear edge, and the mentioned telescopic counterbalances HB have a radius (r _TP ) in retracted and in the moved position is equal to the radius of the fairing of the hub of the HB, having diametrically placed slices in the form of circular segments, the chords of which are equal to the root chords of the HB and the counterweight, and 30% of the radius of the HB, respectively, with each counterweight having the root and end chords respectively equal and 1, 2 times smaller than the root chord HB, made with the end part in the form of a mating segment of a circle with a diameter equal to the fairing of the sleeve NV, mating when it is retracted with a slice of the circular segment of the sleeve, forming at its streamlined round shape in plan, moreover, when performing the flight altitude and rotorcraft horizontal flight, the KOS and ZSK consoles having gross flaps with root chords in

there are more end chords, which, with their corresponding deviation, transform the straight KOS and ZSK consoles into consoles with reverse constriction, creating an increase in their carrying ability on helicopter flight modes when their consoles are blown in the zone of maximum inductive airflow velocities from uni-blade HBs located in completely symmetrical and synchronously-balanced DSNS-X2 and working in conjunction with the marching thrust of DRS-X2 in the ZKK, the longitudinal axis of which is located either above or along the longitudinal line passing when viewed from the side, respectively directly above the vertical center of mass, or at its center, and therefore reduces the possibility of a momentum occurring, while the HVs are equipped with a fairing system having both fairings of the bushings, each of which has an upper and lower convex profiles having an elliptical configuration, and a fairing of the column coaxial shafts located between the respective fairings of the bushings and reducing the total resistance and the spacing between the blade of the lower and upper HB at least 14% of their radius, and the fairing of the shaft column having when viewed from above, the teardrop shape and the system for preventing uncontrolled rotation of the shaft fairing around the axis of rotation are mounted so that it has upper and lower slotted gaps made mirror-elliptical to the surfaces of the corresponding fairings of the HB bushings, while the cowling of the column of shafts facilitates the flow around, reducing the separation of flow and resistance, provided when viewed from the side, with horizontal aerodynamic isometric ridges parallel to each other mounted three on each of its rear lateral vertical the surface so that each central one, installed along its middle and closer to its rear edge, having a reverse sweep, and the upper and lower aerodynamic ridges, in turn, are installed further from it and at the same time are equidistant from the central one, and the fairing of the upper beam having in the upper automatically disclosed part, a container with an exhaust and main parachute, the slings of the latter are fixed on the upper part of the hollow support, which provides, protecting against shock load together with energy-absorbing struts of the wheel SSI, permissible decrease in the speed of descent to 7 m / s, which mitigates landing during an emergency landing on a parachute rescue system, while in the CWS wing system the front CWS and lower KWS with equal areas have a total of 69% of the total area of the CWS wing system together with HB wing blades in an airplane flight configuration, and when GDP and freezing are met, a smooth redistribution of power from two, for example, turboshaft or turbodiesel engines (TVAD or TDD), is provided by the main multi-level and aft m gearboxes for single-blade NV DSNS-X2 and smaller DRS-X2 propellers in ZKK, respectively 90% and 10% of their available take-off power in helicopter flight modes with a specific load on the power of the control system, equal to ρ _N = 3.04 kg / hp ., and in airplane flight regimes with properly fixed HB wings-wings, 70% of the take-off power of the SU is redistributed by the transmission system only to smaller screws in the ZKK, but also vice versa. 3. High-speed hybrid helicopter-plane according to claim 2, characterized in that the wedge-shaped profiles of the HB blades and their continuous upper surface are made with a lower ledge-cut of a triangular shape, which are equipped with the ability to move them in the vertical plane both in phase and differentially, but also synchronously with a ledge-cut of another HB. 4. High-speed hybrid helicopter-airplane according to claim 1 or 2, characterized in that, to increase the horizontal flight speed and the thrust-weight ratio of its combined SU, the said pushing screws 12-13 in ZKK 14 are driven by a stern turbofan engine (KTVD), the turbine of which it is mounted at the end of a thin tail boom, covered by a cowl of a ring fan, extended forward and along the axis of symmetry from its turbine and equipped with a gas-dynamic drive of the high-pressure turbine engine from the aforementioned high-pressure turbines, each having a compression zduha (π _k) is not less than 15.0 in static conditions of the high pressure compressor, but also gas sampling system 28 and delivering it to the drive KTVD stream which comprises a turbine 29 to the output shaft and the planetary gear 30 driving the fan 31 ducted 32 from the output shaft of the cruciform in terms of the gearbox 33 through the clutch 34, an additional combustion chamber 35 with a fuel consumption regulator and fuse, S-shaped when viewed from the side, the gas supply channel 36 to the turbine 29, the central body, the gas exhaust channel 37 and the fuel pipe 38, which is It is used only when performing KVP for supplying fuel to the KTVD additional combustion chamber, then after a short take-off in reloading variant and transition to a horizontal high-speed cruising flight, the fuel supply system 38 partially shuts down while increasing the gas supply to the KTVD turbine 29 from the working fuel turbojets disconnected from the system transmission of the HB drive and, therefore, with the exclusion of power take-off on the HB 19-20 from the take-off power of two high-pressure fuel assemblies, which make it possible to increase the gas take-off from them, and at large values for of this gas takeoff to maintain the set value of the marching thrust of the ring fan 31 and two pushing screws 12-13 with the required supply of fuel to its combustion chamber 35 decreases, then as the gas is throttled ahead of them, the compensatory gas take-off from the two high-pressure turbines increases, while the input power front and rear stiffeners mounted on the corresponding parts of the split tail boom and rigidly interconnected by power shells mounted inside annular cowl, and the width of the cut of the tail boom and the height of the gap between the outer surface of the last and the inner surface of the annular cowl provide free rotation of the ring fan and the operation of its blades in the interbody gap, while the hub with the spokes of the ring fan is fixed to the output shaft of the cross-shaped gear in the plan so that the protruding part of the shaft from the hub with the front end is centered by means of a bearing assembly mounted on stiffeners fixed internally and the front split of the tail boom. 5. High-speed hybrid helicopter-airplane according to claim 4, characterized in that the drive of the ring fan 31 and two pushing screws 12-13 is provided by the transmission system from the main gearbox through the coaxial longitudinal rear shafts of the outer and inner ones, respectively, and through the clutch and T-shaped in plan intermediate feed gearbox with transverse shafts and angular gears of pushing screws 12-13, while the protruding part of the outer shaft from the hub of the ring fan 31 with the rear end of the center and by means of a bearing assembly mounted on stiffeners fixed inside the rear part of the split tail boom.

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