RU2720569C1 - Adaptive aviation-missile system - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to aircraft engineering, particularly, to aircraft missile systems. Adaptive aviation-missile system is equipped with a group of optional and remotely piloted aircraft-helicopters having front or rear horizontal fins, a double-blade bearing screw (DBS) mounted on the fuselage pylon, and combined engine with free power turbines feeding aft steering jet nozzles, leading DBS. In annular fairing there is remote fan creating at vertical and short take-off/landing of propulsive thrust with DBS or its fixed wings-blades of asymmetrically variable sweep (WBAVS) during horizontal flight in configuration of jet rotorcraft/gyroplane or transonic aircraft of weft and triplane. Helicopters can be transformed after landing on deck by stopping WBAVS, which have their fixation units when they are installed along fuselage axis in field-charging configuration for transportation in hangar, refuelling and charging with ammunition.

EFFECT: higher probability of destruction of surface, underwater targets located at long range.

5 cl, 3 dwg, 1 tbl

Description

The invention relates to adaptive aviation-missile complexes with optionally and remotely piloted helicopter airplanes having front and / or rear horizontal plumage (PGO and / or ZGO), a two-bladed main rotor (DNV) mounted on the fuselage pylon, plumage type of a seagull with a ZGO and a combined engine with free power turbines supplying the feed steering jet nozzles, driving the DNV and in the annular cowl, an external fan that generates a propulsion-jet thrust during vertical and short take-off / landing, directed horizontally backward with the working / autorotating DNV or its fixed wing blades asymmetrically variable sweep (LKAIS) during horizontal flight in the configuration of a propeller-driven a / autogyro or airplane scheme of a duck and triplane, which has an armament complex that is transformed after landing on the deck of an aircraft carrier ship (ANC) by stopping the LCAIS having fixation units when installed along them axis the fuselage in a travel-loading configuration for transporting it in the ANK hangar for refueling and ammunition loading.

A known complex for hitting submarines (PL) at long ranges, patent RU 2371668 C2, made in the form of a ballistic missile (BR), in the bow of which is placed a winged missile (CR) under a deflected fairing; The BR contains aerodynamic surfaces with drives and an accelerating engine to ensure delivery of the RC to the firing range to the target area. For an economical flight in the atmosphere, the Kyrgyz Republic is docked with an accelerating engine by means of a separation device, configured to fly in the area of the PL target and contains a detachable underwater warhead (warhead) and a detachable sonar buoy; the control system of the Kyrgyz Republic is equipped with equipment for receiving information from a radio-acoustic buoy via radio channel about the location of the target. In accordance with the teams searching for the target, its detection, rapprochement with the target and its defeat by undermining the warhead. After that, the BR carrier continues the flight with the engine running, leading it away from the splashdown point of the underwater warhead so as not to interfere with its homing system. The disposable BR itself left the warhead splash area and self-destructed.

Known experimental aircraft model AD-1 (Ames Dryden) [1] with a wing asymmetrically sweep company Ames (USA) contains a highly located wing mounted on a swivel in the horizontal plane of the hinge to change the opposite sweep of its consoles, the fuselage with the tail and three-leg retractable wheeled chassis.

Ames model AD-1 aircraft with an asymmetrically variable sweep wing (KAIS) and a specific wing load of 113 kg / m ² , has a fuselage length of 10.0 m and a landing gear height of 2.06 m, as well as a wingspan with a sweep of 60 ° / 0 ° respectively 4.93 / 9.86 m and wing area 8.64 m ² . With a take-off mass of 973 kg, the empty weight will be 658 kg and the jet thrust of two turbojet engines Microturbo TRS18-046 2 × 1.8 kN. Aircraft with variable wing sweep have a number of disadvantages, the main of which are: shifting the aerodynamic focus when changing sweep, which leads to an increase in balancing resistance; the increase in the mass of the structure due to the presence of the power beam and the rotary hinges of the consoles fixed to it, as well as seals of the retracted position of the wing. Both disadvantages

ultimately lead to a decrease in range or mass of the transported payload. Tests of the aircraft with KAIS showed that the drag is reduced by 11-20%, the mass of the structure - by 14%, the wave resistance when flying at trans- and supersonic speeds - by 26%. However, the use of CAIS entails a number of disadvantages. Firstly, at a large sweep angle of 45 °, a console with a direct sweep has a larger effective angle of attack than a console with a reverse sweep, which leads to asymmetry of drag and, as a result, to the appearance of parasitic turning moments in roll, pitch and yaw. Secondly, KAIS is characterized by a twice as large increase in the thickness of the boundary layer along the span, and any asymmetric flow stall causes intense disturbances, and their elimination and increase of the target load (CN) can be carried out by applying KAIS with PGO and ZGO.

Closest to the proposed invention is the British carrier-based anti-submarine aircraft complex (PLC) of the Icara model [2] with an unmanned aerial vehicle (UAV) having a fuselage with an armament complex on launchers (PU), a wing with controls, a power plant engine ( SU), an onboard control system (BSU), providing telemechanical control from the command post (CP) of the carrier ship.

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

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

The present invention solves the problem in the aforementioned known deck-based PLC model "Icara" (UK) to increase the target load and weight return, increase the speed and range, increase the likelihood of hitting an underwater or surface target located at long range, but also the possibility of its attack after a long hover mode, return to the helipad of the aircraft carrier for reuse.

The distinguishing features of the present invention from the above-mentioned known ILC model "Icara", the closest to it, are the fact that the complex missile modular adaptive (CARMA) has a group of devices for vertical take-off and landing ship-based, including more than one optional manned helicopter aircraft (APSV) with more than one remotely piloted helicopter aircraft (DPSV) used from at least one helipad of an aircraft carrier ship (ANC), each of the DPSV and DPSV in a modular unit with a front and / or the horizontal tail unit (PGO and / or ZGO) is equipped with steering reactive nozzles (RRS) acting at the ends of the outer sides of the tail beams acting alternately in the horizontal plane, changing the course balance and compensating for the reactive torque during operation of the two-bladed rotor (DNV) rotating when viewed from above counterclockwise, creating single-rotor carrier circuits e (OVNS) with RRS vertical thrust only in transitional flight modes and during vertical and short take-off / landing (GDP and KVP), and at least one combined gas turbine engine (KGTD), located in the nacelle of the fuselage with its side air intakes , made in the form of a dual-circuit engine having external and internal circuits, respectively, with at least one external single-row fan (BOB) in the annular cowl and at least one free power turbine (CCT), equipped with a front output shaft for power take-off and its transmission to the main gearbox, redistributing 90% and 10% or 54% of the take-off power of the SU when performing GDP, hovering or high-speed cruising flight, respectively, between wide-chord DNV in OVNS-X1 and RRS or, for example, on one WWII having blades with its great twist and working according to the pulling scheme for creating in the propulsive-reactive system (PRS-Rl) marching thrust directed horizontally and parallel the axis of symmetry in transitional flight conditions and when performing GDP and LPC or horizontal translational flight, but also made with the possibility of converting its flight configuration after performing short or vertical take-off, respectively, from a rotorcraft or helicopter with OVNS-X1 and RRS to the corresponding, for example, jet high-speed gyroplane for a galloping flight or a high-speed aircraft of a duck and triplane with PGO and ZGO tail units with maximum or normal take-off weight, respectively, with DNV operating in its autorotation mode or as two load-bearing wing-wings with asymmetrically variable sweep (LKAIS), equipped with the possibility of synchronous fixation of LKAIS so that, when viewed from above, they simultaneously organize asymmetric bearing surfaces of the DNV, the shaft column of which is located above the center of mass at a distance equal to 1/4 of the average aerodynamic chord of the trapezoidal LCAI formed during the DNV transformation carried out on transition flight modes sequentially, when after take-off mode, climb and run-up, the DNV blades are simultaneously stopped so that its blades are fixed in plan in opposite directions from the axis of symmetry when they are placed forward and backward in flight with simultaneous fixation of LCAIS having multidirectional sweep with angle χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 ° along the front edge of the LCAIS, respectively, of the right and left blades of the DNV, the LCAIS of which will be arranged for cruising high-speed flight modes in the aircraft configuration synchronously asymmetric carriers surfaces, have consoles with rounded or triangular in terms of endings, transform with a sweep angle χ = 0 ° LKAIS its large elongation from λ = 8.0-9.0 to small elongation with λ = 2.0 ... ... 2.25 or λ = 1.42 ... 1.6, respectively, with its sweep χ = ± 60 ° or χ = ± 65 ° in the flight configuration of a jet or transonic aircraft, but also vice versa, while the incident flow with vertical and horizontal Under the flight regimes, the leading edges of the upcoming DNV blade and its fixed LKAIS meet simultaneously, respectively, so that when the DNV rotates in the OVNS-X1, the retreating one, for example, the left blade with its rear and front edges turn in direct flight after fixing, respectively, to the front and rear edges the left console of the stationary LKAIS, which has an equal or smaller angle of attack with its right console with an adaptive dependence, excluding asymmetric flow stall along the LKAIS range.

обеспечивают, увеличивая скорость потока между задними вихрями через верхнюю поверхность чечевицеобразного или ромбовидного профиля, имеющего закругленные углы на его меньшей диагонали, значительное снижении сопротивления за счет того, что нижний задний вихрь, смещаясь назад от задней кромки ЛКАИС, уменьшит площадь поперечного сечения нижнего вихря при значительном увеличении потока над верхней поверхностью профиля в продолжение передней четверти поверхности, вызывая значительное более низкое распределение давления в этой части профиля, а их среднерасположенное ПГО, имеющее закрылки по всему его размаху, выполнено с возможностью синхронного раскладывания/укладывания консолей ПГО в плоскости его хорды вперед/назад по полету на узлах поворота со следящим приводом, размещенных в корневых частях возле передней кромки ПГО, смонтированных соответственно по обе стороны от оси симметрии с его консолями, фиксируемыми с углом стреловидностью по передней кромке ПГО, который равновелик соответствующему углу стреловидных консолей оперения типа чайка, внутренние V-образные кили с рулями направления и внешнее ЗГО с элевонами которого смонтированы при виде спереди соответственно по внешним бортам хвостовых балок наружу под углом 15° от плоскости симметрии и от изломов наклонно вниз, но и укладываемыми в соответствующие фюзеляжные боковые отсеки с автоматически открываемыми/закрываемыми створками в стояночную конфигурацию, уменьшающую в 5,6-5,8 раза стояночную площадь от взлетной их площади наравне и при поочередно сложенных внутренних и внешних секций оперения типа чайка вовнутрь к и наружу от плоскости симметрии, размещаясь при этом в соответствующих кормовых утонченностях фюзеляжа и вдоль боковых его сторон, высота которых с килями не превышает высоту фюзеляжа с пилоном ДНВ, но и при размещении по оси симметрии назад и вперед по полету зафиксированных ЛКАИС, а длина их фюзеляжа в 1,25…1,3 раза меньше диаметра ДНВ, что обеспечивает размещение лопастей ДНВ без выноса задней его лопасти наружу от конца фюзеляжа в походно-транспортной или полетно-транспортной конфигурации, а в их системе трансмиссии упомянутый КГтД размещен за центром масс в кормовой гондоле, в которой между ВОВ и одной или двумя ССТ смонтирован соосно с последними промежуточный редуктор, имеющий продольные по его оси как один или два входных вала от ССТ, так и продольные выходные внешний и внутренний соосные валы, первый из которых передает мощность через муфту сцепления на ВОВ, а второй - продлен за ВОВ и передает через муфту сцепления крутящий момент на главный редуктор, причем на режимах ВВП и зависания упомянутых ОПСВ и ДПСВ при удельной нагрузке на мощность их СУ, составляющей ρ_N=l,95 кг/л.с, каждая упомянутая ССТ выполнена с элементами цифрового программного управления, сочетающего систему управления формированием безопасного полета (УФБП) при удельной вертикальной тяговооруженности ОВНС-Х1, составляющей ρ_ВТ=1,63, включает режимы работы ССТ как взлетный, так и чрезвычайный режим (BP и ЧР) при отборе потребной ее мощности на привод упомянутых ДНВ соответственно как от двух работающих ССТ, так и от одной из работающих ССТ с автоматическим выравниванием и равным перераспределением оставшейся мощности между двумя ДНВ при отказе соответствующей ССТ в КГтД, например, даже в последнем случае после автоматического включения ЧР работы оставшейся в работе ССТ, которая при удельной вертикальной тяговоору-женности упомянутой ОВНС-Х1, составляющей ρ_ВТ=1,2 или ρ_ВТ=1,08, обеспечит два режима аварийной вертикальной посадки в течение 2,5 минут или 30 минут соответственно, при этом в каждой ССТ система УФБП содержит: один или несколько датчиков, которые сконфигурированы для выявления данных, касающихся расхода воздуха (G_B, кг/с) через компрессор ССТ, температуры газов (Т_Г, К) перед турбиной ССТ, суммарной степени сжатия (К) компрессора, а также один или несколько датчиков, которые сконфигурированы для обнаружения относительного положения и их фюзеляжа, и дисков вращения их ДНВ для относительного их положения относительно уровня земли или поверхности посадочной площадки, а также различных препятствий на пути следящего их безопасного снижения; компьютер управления полетом, расположенный в их БСУ и находящийся в рабочем состоянии с одним или несколькими датчиками, компьютер управления полетом сконфигурирован чтобы: определить относительную позицию между их фюзеляжем с его колесным шасси и уровнем земли или поверхностью посадочной площадки; сравнить относительную позицию их фюзеляжа и несущей их системы с выбранной относительной их позицией; определить скорость управляемого снижения, необходимую для их перемещения в выбранное относительное положение; преобразовать скорость следящего устройства во входы управления полетом; а также обеспечить прямое управляемое безопасное снижение в выбранное относительное положение через входы управления полетом, причем на режимах ВВП и зависания ОПСВ и ДПСВ упомянутый их ДНВ выполнен с жестким креплением его лопастей и автоматом прекоса, управляющим балансировкой по тангажу и крену посредством соответствующего изменения циклического и общего шага ДНВ, а их хвостовая балка на ее конце снабжена профилированной концевой частью, которая, образуя несущую поверхность, интегрирована по внешним ее бортам с килями хвостового оперения и имеет V-образную в плане заднюю кромку, которая в плане размещена параллельно скошенным задним кромкам плоских сопел КГтД, имеющих термопоглощающее покрытие, уменьшающее инфракрасную (ИК) заметность, а их подфюзеляжные кили, отклоненные наружу от плоскости симметрии, имеют спереди и сзади на концах их законцовок соответствующие пары ИК-излучателей с ИК-приемниками, при этом планер упомянутых ОПСВ и ДПСВ выполнен из алюминиево-литиевых сплавов и композиционных материалов по малозаметной технологии с радиопоглощающим покрытием, а их упомянутый фюзеляж, имеющий скошенные их боковые стороны в соответствующих его носовой, центральной и кормовой частях, включая и гондолу КГтД с плоскими соплами, уменьшая эффективную площадь рассеивания, образуют при виде спереди пятигранное или шестигранное поперечное сечение, но и среднюю часть фюзеляжа граненной конфигурации с острой средней линией, непрерывно распространяющейся от носа до хвоста, снабжен снизу отсеками колесного шасси и ПУ вооружения в бомбоотсеках, каждый их которых имеет автоматические створки с пилообразными поперечными и продольными их сторонами, причем упомянутые ОПСВ и ДПСВ, несущие как авиационные управляемые ракеты воздух-воздух или воздух-поверхность, обеспечивают соответствующую борьбу с воздушной целью или надводным кораблем (НК-целью), так и, например, четырехствольный пулемет типа ЯкБЮ-12,7 [3], смонтированный в обтекателе под носовой частью фюзеляжа и поражающей дозвуковые ударные БЛА и крылатые ракеты, при этом в ОПСВ и ДПСВ их БСУ имеет как радиолокационную станцию с передатчиком команд, так и оптико-электронную систему с двухканальным автоматом сопровождения цели и вычислительную систему с блоком автоматики многофункционального пульта управления, обеспечивающего при барражирующем полете самостоятельное нахождение цели, идентификации ее и принятие подтвержденного решения от оператора АНК об уничтожении им выбранных, например, БЛА или крылатой ракеты, причем при противолодочной обороне в упомянутом ОПСВ используется опускаемая гидроакустическая система, состоящая из индикатора акустических сигналов и двух приемников для их приема от гидроакустической антенны, их кодирования и передачи по восьмиканальной закрытой связи на АНК для обработки в реальном масштабе времени при обнаружении подводной лодки (ПЛ), но и регистрации в запоминающем устройстве БСУ координат точки обнаружения ПЛ-цели при передаче на АНК и его КП, при этом в процессе наведения одной или двух авиационных противолодочных ракет (АПР) залпа на цель автоматически определяется значение вводимого адаптивного угла упреждения, который при сближении с целью корректируется, причем введение угла упреждения в двух плоскостях осуществляется за счет разворота оси диаграммы направленности акустической головки электронным способом, обеспечивающим попадание одной или двумя АПР залпа преимущественно в прочный корпус ПЛ-цели, причем при противокорабельной обороне упомянутые ОПСВ и ДПСВ, использующие полетную конфигурацию реактивного самолета с зафиксированными ЛКАИС ДНВ, несущие в бомбоотсеке соответствующие ПКР X-35У или ПКР Х-38М для создания буферной безопасной авиазоны между головным ОПСВ и ПВО НК-цели, увеличивающей радиус действия ПКР Х-38М/Х-35У с 40/130 до 400 км, при этом радаром типа Н036 [4] с головного ОПСВ обеспечивается целеуказание, а управление ДПСВ - вторым пилотом ОПСВ, используя маловысотный профиль полета и систему самообороны ДПСВ - станцию активных электронных помех, причем при достижении области, из которой будет поражена НК-цель, упомянутый ДПСВ произведет залп или поочередный запуск ПКР с коррекцией ошибки, накопленной комбинированной инерциальной системой управления по данным приемника сигналов спутниковой навигационной системы ГЛОНАСС, на конечном участке полета ПКР используется ИК-головка ее самонаведения и программно-аппаратные средства автономного распознавания целей, затем ДПСВ на удалении 1560 км автоматически возвращается на АНК с вертикальной на его вертолетную площадку посадкой, при этом упомянутая БСУ ОПСВ снабжена возможностью опционального его управления пилотами из двухместной кабины, но и его использования в составе авиационной группы в качестве головного совместно с упомянутыми, например, двумя ДПСВ, один из которых, являясь ведомым, автоматически повторяет в следящем полете маневры головного ОПСВ, а другой - управляется вторым пилотом с головного ОПСВ, а затем наоборот, при этом система управления формированием относительной позиции в следящем полете, содержащая один или несколько датчиков, расположенных на ведомом ДПСВ, сконфигурированы для обнаружения данных, касающихся его положения относительно положения головного ОПСВ, имеющего компьютер управления полетом, находящийся в рабочем состоянии с одним или несколькими датчиками, содержащий дополнительный сенсорный компьютер, который сконфигурирован чтобы: определить относительную позицию между ведомым ДПСВ и головным ОПСВ; сравнить относительную позицию с выбранной относительной позицией; определить скорость ведомого ДПСВ, необходимую для его перемещения в выбранное относительное положение; преобразовывать скорость следящего устройства во входы управления полетом; ограничивать прямое перемещение ведомого ДПСВ относительно головного ОПСВ, обеспечивающего через входы его компьютера управления полетом относительное их безопасное положение в совместном полете.In addition, in the aforementioned OPSV and DPSV, their DNV blades, transformed into LCAIS, have a symmetric profile, which in the range of parameters of its angle of attack α = 3 ° ... α = 8 ° and its relative thickness

provide, by increasing the flow rate between the posterior vortices through the upper surface of the lenticular or rhomboid profile having rounded corners on its smaller diagonal, a significant reduction in resistance due to the fact that the lower posterior vortex, moving back from the trailing edge of the LCAIS, will reduce the cross-sectional area of the lower vortex when a significant increase in the flow above the upper surface of the profile over the front quarter of the surface, causing a significantly lower pressure distribution in this part of the profile, and their mid-position PGO, having flaps throughout its span, is capable of simultaneously folding / stacking the PGO consoles in the plane of its chord forward / backward flight at the turning nodes with a follower drive, located in the root parts near the leading edge of the right wing, mounted respectively on both sides of the axis of symmetry with its consoles, fixed with a sweep angle along the leading edge of the right wing, which is equal to at the corner of the arrow-shaped plumage consoles, such as a seagull, the inner V-shaped keels with rudders and the outer ZGO with elevons of which are mounted when viewed from the front, respectively, along the outer sides of the tail beams outward at an angle of 15 ° from the plane of symmetry and from the fractures obliquely downward, but also laid in the corresponding fuselage side compartments with automatically opening / closing flaps into the parking configuration, reducing the parking area by 5.6-5.8 times from their take-off area along with and alternately folded inside and outside plumage-type tail sections inward to and outward from the plane of symmetry, while being located in the corresponding fodder fodder refinements and along its lateral sides, the height of which with keels does not exceed the height of the fuselage with the DNV pylon, but also when fixed along the symmetry axis back and forth along the flight of the fixed LCAIS, and their fuselage length is 1.25 ... 1.3 times smaller than the diameter of the DNV, which ensures the placement of the blades of the DNV without removing the back of its lop Stay outward from the end of the fuselage in a travel-transport or flight-transport configuration, and in their transmission system, the aforementioned gas turbine engine is located behind the center of mass in the aft gondola, in which an intermediate gearbox is mounted coaxially with the latter between the WWII and the last CCT, having a longitudinal gearbox along it axes as one or two input shafts from the CCT, and longitudinal output external and internal coaxial shafts, the first of which transfers power through the clutch to the Second World War, and the second is extended beyond the Second World War and transmits torque through the clutch to the main gearbox, and GDP regimes and the aforementioned HPS and DPSV hovering at a specific load on the power of their control system, component ρ _N = l, 95 kg / hp, each mentioned FTA is made with digital program control elements combining a safe flight formation management system (UFS) with a specific vertical thrust-weight ratio OVNS-X1, component ρ _VT = 1.63, includes the operating modes of the FTA both take-off and emergency mode (BP and H P) when selecting its required power to drive the mentioned DNVs, respectively, from two working CCTs, as well as from one of the working CCTs with automatic equalization and equal redistribution of the remaining power between two DNVs in case of failure of the corresponding CCT in the turbine engine, for example, even in the latter case after automatically turning on the PD of the work of the FTA remaining in the work, which, with the specific vertical thrust of the mentioned OVNS-X1 of ρ _VT = 1.2 or ρ _VT = 1.08, will provide two emergency vertical landing modes for 2.5 minutes or 30 minutes, respectively, while in each CCT the UFBP system contains: one or more sensors that are configured to detect data regarding air flow (G _B , kg / s) through the CCT compressor, gas temperatures (T _G , K) in front of the CCT turbine, the total compression ratio (K) of the compressor, as well as one or more sensors that are configured to detect the relative position and their fuselage, and their DNV rotation disks for their relative position relative to the ground level or the surface of the landing site, as well as various obstacles to tracking their safe decline; a flight control computer located in their BSU and in working condition with one or more sensors, the flight control computer is configured to: determine the relative position between their fuselage with its wheeled chassis and ground level or landing surface; compare the relative position of their fuselage and their supporting system with their selected relative position; determine the rate of controlled decline required to move them to the selected relative position; convert tracking device speed to flight control inputs; and also provide a direct controlled safe decrease to the selected relative position through flight control inputs, moreover, in the conditions of GDP and hovering of the SPS and DPSV, said DNV is made with rigid fastening of its blades and a precut machine that controls the pitch and roll balancing by means of a corresponding change in the cyclic and general of the DNV step, and their tail boom at its end is equipped with a profiled end part, which, forming a supporting surface, is integrated along its outer sides with tail fin keels and has a V-shaped rear edge in plan that is parallel to the beveled rear edges of flat nozzles in plan QGTDs having a heat-absorbing coating that reduces infrared (IR) visibility, and their dorsal fins, deflected outward from the plane of symmetry, have front and back ends of their tips corresponding pairs of IR emitters with IR receivers, while the glider of the mentioned OPSV and DPSV is made from aluminum-lithium alloys and co composition materials according to an inconspicuous technology with a radar absorbing coating, and their aforementioned fuselage, having their beveled sides in their corresponding fore, central and aft parts, including the KGTD gondola with flat nozzles, reducing the effective dispersion area, form a pentagonal or hexagonal transverse when viewed from the front the cross section, but also the middle part of the faceted fuselage configuration with a sharp middle line that continuously extends from the nose to the tail, is equipped with beneath the wheel chassis and launcher arms in the bomb compartments, each of which has automatic flaps with sawtooth transverse and longitudinal sides, the mentioned OPSV and DPSV, carrying both air-to-air or air-to-surface airborne guided missiles, ensure appropriate combat against an air target or surface ship (NK target), and, for example, a four-barreled YakBYu-12.7 machine gun mounted in a fairing under the nose of the fuselage and damaging uk drone UAVs and cruise missiles, while in the SPSV and DPSV their BSU has both a radar station with a command transmitter and an optical-electronic system with a two-channel target tracking automaton and a computer system with an automation unit for a multifunctional control panel that provides independent finding during a barrage flight purpose, its identification and adoption of a confirmed decision from the ANC operator on the destruction of the selected, for example, UAVs or cruise missiles, and in case of anti-submarine defense in the mentioned SPSL a lowered hydroacoustic system is used, consisting of an indicator of acoustic signals and two receivers for their reception from the hydroacoustic antenna, their encoding and transmission via an eight-channel closed connection to the ANC for real-time processing upon detection of a submarine (PL), but also registration in the BSU memory of the coordinates of the detection point of the PL target during transmission to the ANC and its control gear, while during guidance od of one or two aviation anti-submarine missiles (APR) of a salvo to the target, the value of the input adaptive lead angle is automatically determined, which is adjusted when approaching the target, and the lead angle is introduced in two planes due to the rotation of the axis of the radiation pattern of the acoustic head in an electronic way, which ensures hit of one or two APR salvos are mainly in a solid submarine target body, with anti-ship defense the mentioned SPSV and DPSV, using the flight configuration of a jet aircraft with fixed LKAIS DNVs, carrying the corresponding anti-ship missiles X-35U or anti-ship missiles X-38M in the bomb bay to create a safe buffer zone between the head SPSV and air defense of the NK-target, which increases the range of the Kh-38M / Kh-35U anti-ship missiles from 40/130 to 400 km, while targeting is provided with the H036 [4] radar from the head SPSV, and the DPSV is controlled by the second pilot of the SPSV using low-altitude flight profile and DPSV self-defense system - station of active electronic interference, and when reaching the area from which the NK target will be hit, the mentioned DPSV will launch a salvo or launch RCC alternately with the correction of the error accumulated by the combined inertial control system according to the data of the receiver of the GLONASS satellite navigation system, IR its homing head and software and hardware for autonomous target recognition, then DPSV at a distance of 1560 km automatically returns to the ANC with a vertical landing on its helipad, while the aforementioned BSU SPSV is equipped with the option of its optional control by pilots from a two-seat cockpit, but also of its use in as part of the aviation group, together with the aforementioned, for example, two DPSVs, one of which, being a slave, automatically repeats the maneuvers of the head DPSV in the next flight, and the other is controlled by the co-pilot from the head DPSV, and then vice versa, while the formation control system relates a single position in a follow-up flight, containing one or more sensors located on the DPSV slave, configured to detect data regarding its position relative to the position of the head SPSV, having a flight control computer in operational condition with one or more sensors, containing an additional touch computer, which is configured to: determine the relative position between the slave DPSV and the head SPSV; Compare the relative position with the selected relative position; determine the speed of the driven DPSV necessary to move it to the selected relative position; convert the tracking device speed to flight control inputs; to limit the direct movement of the guided DPSV relative to the head SPSV, which ensures their relative safe position in joint flight through the inputs of his flight control computer.

In addition, in the aforementioned OPSV and DPSV, the control system for the formation of their relative position in flight with one or more sensors includes one or more IR sensors, video sensors, radar, laser and ultrasonic sensors, sonars, global positioning sensors, while the flight control computer is made both with an additional computer for summing the sensor data and a data receiving and transmitting channel located on the head SPSV for receiving global position data from the slave DPSV, and with the ability to convert images from each video sensor, which provides the determination of the relative position, which through triangulation includes the determination of the relative range, azimuth and elevation angle, and the additional computer for summing the sensor data and the data transmission channel has multiband radio-frequency equipment with a directional antenna capable of transmitting over closed channels there are several video streams, to collect data from each video sensor, and also to provide the conversion of images from each video sensor to a relative position, which determines on the basis of the global position of the head SPSV transmitted to the slave DPSV, while the data summation computer is fully integrated into the pilot interface and control system OPSV, providing the mentioned follow-up flight of the slave DPSV, which, if necessary, can be turned off by means of one of the inputs of the pilot interface for controlling the flight, activation by the pilot of a button or control switch, and the data summing computer is additionally equipped with the possibility of its independent action, which determines that the flight of the OPSV is unsafe for its relative position from the slave DPSV, but also disabling the formation of the said follow-up flight by the slave DPSV through the flight control computer.

In addition, for an economical high-speed horizontal flight of the aforementioned SPSV and DPSV in their autorotating system, which includes an automatic transmission (AKP) in the aforementioned main gearbox of the DNV, which has the output shaft for the DNV drive, which creates two streams: the first - take-off with the issuance of the corresponding power from the KGTD and the creation of lifting thrust from the DNV, the second is cruising in the gyro configuration with the reception of power from the autorotation of the DNV to its corresponding stage, disconnecting the DNV from the CCT drive of the said KGTD, driving a reversible electric motor-generator (OEMG), charging the batteries, and controlling the synchronous a decrease in its rotation speed, for example, to 150 min ^-1 or 100 min- ¹ , and the angle of attack of the blades of the autorotating DNV, which provides a 2 / 3-3 / 4-fold increase in the required lifting force of their PGO and ZGO, but also by the plane of rotation DNV blades, which are almost aligned with the corresponding air flow at speeds for low- or high-speed flight, leading which reduces the rotational resistance of DNV by 12-15% of the total profile drag of the DNV blades during their self-rotation and the possibility for cruise flight modes of calculating their PGO and ZGO with their reduced geometry, which is 1 / 3-1 / 4 of the wing dimensions of a similar jet aircraft wherein, the battery-powered OEMG provides, when airborne, the mentioned DPSV on the carrier fighter (IN) as launching the CCT in the aforementioned CGTD after unfolding the aforementioned LCAI DNV from the flight-transport to the flight configuration by means of an automatic transmission drive of the said main gearbox disconnected from the system a transmission that provides the AKP follow-up drive with the required OEM RPM speed, which creates the required rotation of the DNV shaft in the horizontal plane with the installation and fixation of the required LKAIS sweep angle of their DNV with the subsequent unfolding of the aforementioned external and internal tail sections and PGO consoles with an appropriate fixed position and LCAI DNV, moreover, when airborne DPSV is on deck IN, moving on the suspended console of the dorsal or underwing launchers, for example, one or two DPSVs with their flat side air intakes, having vented fairings at their entrance or their large deflected sides, which move up / down from / to their plate-type shutoffs, respectively, their entrance / opening is closed to reduce resistance.

In addition, for a horizontal flight at an altitude of 11 km, the HPS and DPSV, reaching the first-level marching thrust-weight ratio of 0.234 and the second - 0.307, the corresponding power of their SU 36% and 54% of the working KGTD to drive their WWII in the configuration of the mentioned jet winged gyros and aircraft with PRS-Rl, while at a flight altitude of 11 km in the configuration of a jet aircraft, the aforementioned LCAIS of which, having a sweep along its front edge with an angle χ = 0 °, provides, with marching thrust-weight ratio of the second level of 0.307, a flight speed of 0.6 Mach (M ), with an angle χ = ± 30 ° -M = 0.75, and with an angle χ = ± 45 ° -M = 0.79, with an angle χ = ± 60 ° -M = 0.829, and with an angle χ = ± 62 , 5 ° -M = 0.87, and the aforementioned LCAIS with a sweep angle of χ = ± 65 °, having a maximum thrust-weight ratio of 0.374 and 0.46, 72% and 100% of the combined SU power are used, horizontal flight speed M = 0 is achieved, 9 and M = 1.04 in the configuration, respectively, of a trans- and supersonic aircraft, while in OPSV and DPSV the aforementioned their QGTD is equipped with By the end of its jet nozzle, the afterburner used in take-off modes or in horizontal flight with front guided aft gondola wings behind the WWII and rear in front of the afterburner for additional air supply to it, will allow 15% increase in marching draft with their overload from 0.46 to 0.69 and speed from M = 0.96 to M = 1.04, but also to change the configuration from trans- to supersonic aircraft at an altitude of 11 km, respectively.

The presence of these signs will make it possible to master the block-modular KARMA, which has a group of ship-based vertical take-off and landing apparatuses, including more than one optionally manned helicopter aircraft (OPSV) with more than one remotely piloted helicopter aircraft (DPSV), used at least , from one helipad of an aircraft carrier ship (ANC), with each SPSV and DPSV in a block-modular configuration with front and / or rear horizontal tail (PGO and / or ZGO) equipped with both ends of the outer sides hinged beams with steering jet nozzles (RRS) acting alternately in the horizontal plane, changing the course balance and compensating for the reactive torque during operation of the two-bladed main rotor (DNV), which rotates counterclockwise when viewed from above, creating a single-rotor supporting circuit (OVNS) with RRS vertical thrust only during transitional flight regimes and when performing GDP and KVP, and at least one combined gas turbine engine (KGTD), located in the nacelle of the fuselage with its side air intake rnikami, made in the form of a dual-circuit engine having external and internal circuits, respectively, with at least one remote single-row fan (BOB) in the annular cowl and at least one free power turbine (CCT), equipped with a front output shaft for selection power and its transfer to the main gearbox, redistributing 90% and 10% or 54% of the take-off power of the SU when performing GDP, hovering or high-speed cruising flight, respectively, between wide-chord DNV in OVNS-X1 and RRS or, for example, on n WWII, with blades with a large twist of it and working according to the pulling scheme for creating in the propulsive-reactive system (PRS-R1) marching thrust directed horizontally backward and parallel to the axis of symmetry in transitional flight modes and when performing GDP and AER or horizontal translational flight , but also made with the possibility of converting its flight configuration after performing short or vertical take-off, respectively, from a rotorcraft or helicopter from OVNS-X1 and RRS to the corresponding, for example, jet high-speed autos p for a hovering flight or a high-speed airplane of a duck and triplane with PGO and ZGO tail units with maximum or normal take-off weight, respectively, with DNV operating in its autorotation mode or as two bearing wing-blades of asymmetrically variable sweep (LKAIS), equipped with the possibility of synchronous LKAIS fixation so that when viewed from above, they simultaneously organize asymmetric bearing surfaces of the DNV, the shaft column of which is located above the center of mass at a distance equal to 1/4 of the average the aerodynamic chord of the trapezoidal LCAIS formed during the DNV transformation, which is carried out in transitional flight modes sequentially, when, after the take-off mode, climb and acceleration flight, the DNV blades are simultaneously stopped so that its blades are fixed in plan in opposite directions from the axis of symmetry when placed forward and backward in flight with simultaneous fixation of LKAIS having multidirectional sweep with an angle χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 ° along the front edge of the LKAIS of the equal and left blades of DNV, whose LKAIS arrange synchronously asymmetric bearing surfaces for cruising high-speed flight regimes in an aircraft configuration, have consoles with rounded or triangular ends, transform at a sweep angle χ = 0 ° of LKAIS its large elongation with λ = 8, 0-9.0 to small elongation with λ = 2.0 ... 2.25 or λ = 1.42 ... 1.6, respectively, with its sweep χ = ± 60 ° or χ = ± 65 ° in the flight configuration of a jet or transonic aircraft , but also vice versa, while the incident flow at vertical and in the normal flight regimes, respectively, the leading edges of the upcoming DNV blade and its fixed LKAIS meet simultaneously, so that when the DNV rotates in the OVNS-X1, its retreating one, for example, the left blade with its rear and front edges turn in direct flight after fixation, respectively, into the front and rear edges the left console of the stationary LKAIS, which has an equal or smaller angle of attack with its right console with an adaptive dependence, excluding asymmetric flow stall along the LKAIS range. All this will make it possible to simplify controllability and ensure its stability in PPSV and DPSV with PGO and ZGO. In the configuration of a jet gyroplane and a triplane, respectively, with an autorotating and supporting systems, the first of them is equipped with a multi-speed automatic transmission that controls the reduction of the speed of DNV to 150 min ^-1 or 100 min ^-1 and the angle of attack of the DNV blades, but also the plane of their rotation . Which leads to a decrease in the rotational resistance of DNV by 12% -15%. In the event of a failure of the FTA in the GDP regimes and freezing of the turbine engine, it is performed with automatic equalization and equal redistribution of the remaining power of the FTA for driving the DNV and power the RRS, which increases safety. Placing a QGTD with FTA in the aft gondola will simplify the transmission and achieve a flight speed of 550/880 km / h in the configuration of a jet gyroplane / aircraft, but also provide supersonic speed of 1105 km / h at 11 km flight altitude in afterburned flight modes.

The present invention of block-modular KARMA with OPSV and DPSV, having PGO, plumage type gull with ZGO, KGTD in the feed gondola with two FTA, leading DNV with RRS in OVNS-X1 and / or BOB in PRS-R1 with a flat nozzle, is illustrated on FIG. 1 and general views of the front, top and side, respectively a), b) and c):

a) in the flight configuration of a jet helicopter and rotorcraft with KGTD and SST, leading to the transmission system of DNV with RRS and DNV with RRS and WWII in PRS-R1, and DNV rotating above the fuselage, creating lift;

b) in the flight configuration of a transonic triplane with a trapezoidal LCAIS with their multidirectional sweeps χ = ± 60 °, fixed on the fuselage and between the swept consoles of the PGO and the plumage of the type of seagull with the ZGO;

c) in the flight configuration of a gyroplane and a transonic aircraft with autorotating DNV and its LCAIS fixed above the fuselage with their sweep χ = ± 60 °, but also a CGTD with two FTAs leading one WWII to the PRS-Rl.

Deck block-modular KARMA with OPSV and two DPSV presented on Fig. 1 with one OPSV, made according to the OVNS-X1 concept with RRS and PRS-R1, it has a glider made of aluminum alloys and composite carbon fiber reinforced plastic, contains a fuselage 1, swept-shaped PGO 2 with flaps 3. Swept V-shaped keels 4 with rudders 5, have from their endings ZGO 6 with elevons 7, mounted when viewed from the front along the outer sides of the tail beams 8, having RRS 9 and integrated with the profiled aft of the fuselage 1, having a V-shaped rear edge 10, equipped with a feed fairing 11 along the axis of symmetry, having the retractable bar of the magnetometer and the antenna of the sonar station towed by a winch and towed on a cable under water (not shown in Fig. 1). Two FTAs in the CGTD are installed in the aft gondola 12 with the FTA, an annular radome of the WWII and the main gearbox (not shown in Fig. 1). The large sides 13 of the flat lateral air intakes of the fuselage 1 are made by opening / closing their entrance, deflected up / down to the plate-shaped shutoffs 14. Above the center of mass on top of the fuselage 1 on the pylon 15 there is a wide-chord DNV with the right 16 and left 17 trapezoidal blades, which are rounded in plan tip 18, it works with changing the total and cyclic pitch with full compensation of the reactive torque on the GDP and hovering modes together with two RRS 9, is made with rigid fastening of its blades and an automatic swash of blades DNV 16-17 and has the direction of rotation of its blades at the form top counterclockwise, but also the possibility of fixing the trapezoidal LCAIS with their multidirectional sweep χ = ± 60 ° or χ = ± 65 °. In the combined control system, the KGTD has front and rear controlled flaps 19 of the nacelle 12 for additional air supply to it, but also the external and internal circuits with the WWII in PRS-R1 and CCT are made with the front output of the shaft for power take-off from the CCT and its transmission to the intermediate and the main gearboxes (not shown in Fig. 1), which redistributes 90% and 10% or 72% and 100% of the take-off power of SU, respectively, when fulfilling GDP and hovering between DNV 16-17 in OVNS-X1 and RRS 9 or with transonic cruising on WWII in PRS-R1 from the CCT, having between the keels 4 at the end of the aft nacelle 11 flat jet nozzles 20 with beveled back planes arranged parallel to the V-shaped rear planar edge 10 of the shaped stern of the fuselage 1. The fuselage keels 21 , deflected outward from the plane of symmetry, have front and rear ends of their tips corresponding pairs of IR emitters 22 with IR receivers 23. The three-leg retractable retractable wheel chassis has a nose support 24 and distinct lateral bearings 25 with corresponding wheels.

The control of the NPSV is ensured by a cyclic and general change in the DNV 16-17 pitch during the operation of the RRS 9 and the deviation of the rudders 5 and elevons 7. When cruising high-speed or high-speed flight in the configuration of a jet gyroplane or aircraft, the lifting force is created by autorotating DNV 16-17 with PGO 2 or PGO 2 with fixed LCAIS 16-17 DNV (see fig.1b), the main jet thrust - WWII in PRS-R1 through jet flat nozzles 20, in the transition mode - PGO 2 with DNV 16-17. After the DNV 16-17 lifting thrust is created in OVNS-X1, the regimes of GDP and freezing or KVP are ensured when jet thrusts are created by flat nozzles 20 (see Fig. 1a). When performing GDP and freezing, a change in the balancing at the rate and pitch, roll is provided by a differential change in the thrust of two RRS 9 and a change in the corresponding cyclic step by means of the DNV 16-17 swashplate, respectively (see Fig. La). After vertical take-off and climb, an accelerating flight is performed at speeds of more than 300 ... 350 km / h and a corresponding reduction in RPMs of the DNV 16-17 is carried out.

As you accelerate with an increase in the lifting force of PGO 2, the lifting force of DNV 16-17 decreases. When reaching flight speeds of 450 ... 500 km / h and to switch to airplane flight mode, DNV 16-17 synchronously stops so that its LKAIS 16-17 are placed when viewed from above outward from the axis of symmetry and are equipped with automatic fixation units so that their LKAIS 16 -17 DNVs were recorded with opposite sweep along their leading edges, forming a sweep χ = ± 60 ° (see fig.1b). When creating jet thrust with flat nozzles 20, a trans-sonic cruise flight of the SPSL is performed at a flight altitude of 11 km, in which the directional control is provided by the deflection of the rudder 5 on the arrow-shaped keels 4 of the plumage type of the gull. The longitudinal and transverse control of the SPSW is carried out by the in-phase and differential deviation of the elevon 7 on the ZGO 6.

Thus, the transonic SPSV and DPSV with KGTD and two FTAs, having respectively working DNV with RRS and horizontal thrust of WWII for creating vertical thrust of DNV with RRS and fixed LKAIS, is a tiltrotor with OVNS-X1 with RRS and PRS-R1, changing its flight the configuration is only due to a change in the working conditions of the DNV so that the incoming flow at the vertical and horizontal flight regimes is simultaneously met by the leading edges of the upcoming DNV blade and the fixed LKAIS, when it retreats when the DNV rotates in OVNS-X1, for example, the left blade with its back and front the edges turn in direct flight after fixing, respectively, to the front and rear edges of the left console of the stationary LCAIS. This will allow the LCAIS bearing surfaces with an angle of attack of α = 6 ° and a sweep of χ = ± 60 °, in contrast to their elliptical profile with a blunt trailing edge, which creates more profile resistance than the sharp trailing edge of the lenticular profile, to reduce the weight of the glider using inconspicuous technology with radar absorbing materials, increase take-off weight by 17%, or flight range by 29% while maintaining the take-off weight of the head APSV and DPSV.

An aviation group consisting of KARMA, including the same type of SPSV and DPSV (see Table 1, type 1.2), used alternately from the helipad of the ANC, carrying 3/4 pieces of APR-3ME or anti-ship missiles of the X-35UE type in the weapon compartments of the OPSV / DPSV. The main SPSV, which is fully digitized using the latest technologies, including the joint use of manned and unmanned aerial vehicles, the so-called manned and unmanned teaming (MUM-T), which allows SPSS pilots in KARMA to control the flight path of a group of guided DPSVs and their combat loads, providing anti-submarine or anti-ship and / or anti-aircraft defense. The fourth level of the MUM-T allows PPSV pilots not only to receive real sensory images from the air group of the guided DPSV and to control sensory and weapon loads, but also their navigation and global positioning during their next joint flight.

Undoubtedly, widespread use in combined control system KGTD with WWII, in the design of which, using turbines from D-30KU turbofan engines, will allow to master the family of transonic SPSV and DPSV (see Table 1) for block-modular KARMA based on ANK and deck IN , increasing their combat stability and security, creating a buffer airspace between the air defense of the NK-target and the ANC or its ID.

1. Internet address: https://ru.wikipedia.org/wiki/NASA_AD-l

2. Internet address: http://rbase.new-factoria.ru/missile/wobb/ikara/ikara.shtml

3. Internet address: http://www.airwar.ru/weapon/guns/yakbl2-7.html

4. Internet address: https://www.nasha-strana.info/archives/25587.

Claims (6)

1. Aircraft-adaptive missile system with optionally piloted and unmanned aerial vehicles (UAVs) having a fuselage with an armament complex on launchers (PU), a wing with controls, a power plant engine (SU), an onboard control system (BSU), which provides control from the command post (CP) of the carrier ship, characterized in that it has a group of ship-based vertical take-off and landing vehicles, including more than one optionally manned helicopter aircraft (OPSV) with more than one remotely piloted helicopter aircraft (DPSV) used from at least one helipad of an aircraft carrier ship (ANC), with each APSV and DPSV in an aerodynamic configuration with front and / or rear horizontal tail (PGO and / or ZGO) equipped with steering jet nozzles at the ends of the outer sides of the tail beams ( RRS), acting in the horizontal plane alternately, changing the balance on the course and compensating reactive torque during operation of a two-bladed main rotor (DNV) rotating counterclockwise when viewed from above, creating a vertical thrust in a single-rotor main circuit (OVNS) with RRS only in transition modes of flight and during vertical and short take-off / landing (GDP and KVP) , and at least one combined gas turbine engine (KGTD), located in the fuselage nacelle with its lateral air intakes, is made in the form of a dual-circuit engine having external and internal circuits, respectively, with at least one remote single-row fan (BOB) in the annular fairing and at least one free power turbine (CCT), equipped with a front shaft output for power take-off and its transmission to the main gearbox, redistributing 90% and 10% or 54% of the take-off power of the SU when performing GDP, freezing or high-speed cruising flight, respectively, between the wide chord DNV in OVNS-X1 and RRS or, for example, on one WWII, having blades with more with its twist and working according to the pulling scheme for creating in the propulsive-reactive system (PRS-R1) marching thrust directed horizontally and parallel to the axis of symmetry in transitional flight modes and when performing GDP and AEC or horizontal translational flight, but also made with the possibility of conversion its flight configuration after performing a short or vertical take-off, respectively, from a rotorcraft or helicopter with OVNS-X1 and RRS to the corresponding, for example, a jet high-speed gyroplane for a barrage flight or a high-speed duck and triplane airplane with tail-mounted and third-tail tailings at maximum or normal take-off weight respectively, with the DNV operating in its autorotation mode or as two bearing wing-blades of an asymmetrically variable sweep (LKAIS), equipped with the possibility of synchronous fixation of the LKAIS so that, when viewed from above, they simultaneously organize asymmetric bearing surfaces of the DNV, the shaft column of which is located above the center of mass at a distance equal to 1/4 of the average aerodynamic chord of the trapezoidal LCAIS formed during the DNV transformation, which is carried out in transitional flight modes sequentially, when after take-off mode, climb and acceleration flight, the DNV blades are simultaneously stopped so that its blades are fixed in plan in opposite directions from the axis of symmetry when they are placed forward and backward in flight with simultaneous fixation of LCAIS having multidirectional sweep with an angle of χ = -60 ° and χ = + 60 ° or χ = -65 ° and χ = + 65 ° along the front edge of LKAIS, respectively the right and left blades of the DNV, whose LKAIS arrange synchronously asymmetric bearing surfaces for cruising high-speed flight regimes in the aircraft configuration, have consoles with rounded or triangular ends in plan, transform its large elongation with sweep angle χ = 0 ° with λ = 8, 0-9.0 to small elongation with λ = 2.0 ... 2.25 or λ = 1.42 ... 1.6, respectively, with its sweep χ = ± 60 ° or χ = ± 65 ° in the flight configuration of a jet or transonic aircraft but also vice versa, in this case the incident flow in vertical and horizontal flight modes is simultaneously met by the leading edges of the upcoming DNV blade and its fixed LKAIS so that when the DNV rotates in OVNS-X1, it retreats, for example, the left blade with its rear and front edges after fixation, they are transformed in direct flight, respectively, into the front and rear edges of the left console of the stationary LCAIS, which has an equal or smaller angle of attack with adaptive control with its right console with the ability to exclude asymmetric flow stall along the span of the LCAIS. 2. The complex according to claim 1, characterized in that in the aforementioned OPSV and DPSV, their DNV blades, transformed into LKAIS, have a symmetric profile, which in the range of parameters of its angle of attack α = 3 ° ... α = 8 ° and its relative thickness

provide, by increasing the flow rate between the posterior vortices through the upper surface of the lenticular or rhomboid profile having rounded corners on its smaller diagonal, a significant decrease in resistance due to the fact that the lower posterior vortex, moving back from the trailing edge of the LCAIS, will reduce the cross-sectional area of the lower vortex when a significant increase in the flow above the upper surface of the profile over the front quarter of the surface, causing a significantly lower pressure distribution in this part of the profile, and their mid-position PGO, having flaps throughout its span, is capable of simultaneously folding / stacking the PGO consoles in the plane of its chord forward / backward flight at the turning nodes with a follower drive, located in the root parts near the leading edge of the right wing, mounted respectively on both sides of the axis of symmetry with its consoles, fixed with a sweep angle along the leading edge of the right wing, which is equal to at the corner of the arrow-shaped plumage consoles, such as a seagull, the inner V-shaped keels with rudders and the outer ZGO with elevons of which are mounted when viewed from the front, respectively, along the outer sides of the tail beams outward at an angle of 15 ° from the plane of symmetry and from the fractures obliquely downward, but also laid in the corresponding fuselage side compartments with automatically opening / closing flaps into the parking configuration, reducing the parking area by 5.6-5.8 times the same as their take-off area, and when the internal and external plumage sections are alternately folded inside and out of the symmetry plane while being located in the corresponding fodder fodder refinements and along its lateral sides, the height of which with keels does not exceed the height of the fuselage with the DNV pylon, but also when fixed along the symmetry axis back and forth along the flight of the fixed LCAIS, and their fuselage length is 1.25 ... 1.3 times less than the diameter of the DNV, which ensures the placement of the blades of the DNV without the removal of its rear l to prevent outward from the end of the fuselage in a traveling-transport or flight-transport configuration, and in their transmission system the aforementioned gas turbine engine is located behind the center of mass in the aft nacelle, in which an intermediate gearbox is mounted coaxially with the latter between the WWII and the last CCT, having a longitudinal gearbox along it axes as one or two input shafts from the CCT, and longitudinal output external and internal coaxial shafts, the first of which transfers power through the clutch to the Second World War, and the second is extended beyond the Second World War and transfers torque through the clutch to the main gearbox, and in modes GDP and freezes of the mentioned SPSV and DPSV at a specific load on the power of their control system, component ρ _N = 1.95 kg / hp, each mentioned SST is made with elements of digital program control, combining a control system for the formation of safe flight (UFS) with a specific vertical thrust-weight ratio OVNS-X1, component ρ _VT = 1.63, includes the operating modes of the FTA both take-off and emergency mode (BP and (CR) during the selection of its required power to drive the mentioned DNVs, respectively, from two working CCTs as well as from one of the working CCTs with automatic equalization and equal redistribution of the remaining power between the two CCVs in case of failure of the corresponding CCT in the turbine engine, for example, even in the latter case after automatically turning on the PD of the work remaining in the FTA, which, with a specific vertical thrust-weight ratio of the mentioned OVNS-X1 of ρ _VT = 1.2 or ρ _VT = 1.08, will provide two emergency vertical landing modes for 2.5 minutes or 30 minutes, respectively moreover, in each CCT, the UFBP system contains: one or more sensors that are configured to detect data relating to air flow (G _B , kg / s) through the CCT compressor, gas temperatures (T _G , K) in front of the CCT turbine, total degree compression (K) of the compressor, as well as one or more sensors that are configured to detect the relative position and their fuselage, and the rotation disks of their DNV for their relative position relative to the ground level or the surface of the landing site, as well as various obstacles to tracking their safe decline; a flight control computer located in their BSU and in working condition with one or more sensors, the flight control computer is configured to: determine the relative position between their fuselage with its wheeled chassis and ground level or landing surface; compare the relative position of their fuselage and their supporting system with their selected relative position; determine the rate of controlled decline required to move them to the selected relative position; convert tracking device speed to flight control inputs; and also provide a direct controlled safe decrease to the selected relative position through flight control inputs, moreover, in the conditions of GDP and hovering of the SPS and DPSV, said DNV is made with rigid fastening of its blades and a precut machine that controls the pitch and roll balancing by means of a corresponding change in the cyclic and general of the DNV step, and their tail boom at its end is equipped with a profiled end part, which, forming a supporting surface, is integrated along its outer sides with tail fin keels and has a V-shaped rear edge in plan that is parallel to the beveled rear edges of flat nozzles in plan QGTDs having a heat-absorbing coating that reduces infrared (IR) visibility, and their dorsal fins, deflected outward from the plane of symmetry, have front and back ends of their tips corresponding pairs of IR emitters with IR receivers, while the glider of the mentioned OPSV and DPSV is made from aluminum-lithium alloys and co composition materials according to an inconspicuous technology with a radar absorbing coating, and their aforementioned fuselage, having their beveled sides in their corresponding fore, central and aft parts, including the KGTD gondola with flat nozzles, reducing the effective dispersion area, form a pentagonal or hexagonal transverse when viewed from the front the cross section, but also the middle part of the faceted fuselage configuration with a sharp middle line that continuously extends from the nose to the tail, is equipped with beneath the wheel chassis and launcher arms in the bomb compartments, each of which has automatic shutters with sawtooth transverse and longitudinal sides, the mentioned OPSV and DPSV, carrying both air-to-air or air-to-surface airborne guided missiles, provide appropriate combat against an air target or surface ship (NK-target), and, for example, a four-barreled machine gun of the Yak-BYu-12.7 type mounted in a fairing under the nose of the fuselage and the damaging subsonic drone UAVs and cruise missiles, while in the SPSV and DPSV their BSU has both a radar station with a command transmitter and an optoelectronic system with a two-channel target tracking automaton and a computer system with an automation unit for a multifunctional control panel that provides independent finding during a barrage flight the target, its identification and the adoption of a confirmed decision by the ANC operator to destroy the selected, for example, UAVs or cruise missiles, and in case of anti-submarine defense, the mentioned SPSW uses a lowered hydroacoustic system consisting of an indicator of acoustic signals and two receivers for receiving them from the hydroacoustic antenna, their encoding and transmission via an eight-channel closed connection to the ANC for real-time processing upon detection of a submarine (PL), but also registration in the BSU memory of the coordinates of the detection point of the PL target during transmission to the ANC and its control gear, while during guidance one or two aviation anti-submarine missiles (APR) of a salvo to the target, the value of the input adaptive lead angle is automatically determined, which is adjusted when approaching the target, and the lead angle is introduced in two planes by rotating the axis of the acoustic head radiation pattern electronically, ensuring one or two hits The APR salvo is predominantly in a solid submarine target body, and in anti-ship defense the aforementioned SPSV and DPSV, using the flight configuration of a jet aircraft with fixed LKAIS DNVs, carrying the corresponding Rocket X-35U or RCC X-38M in the bomb bay to create a buffer safe air zone between the head SPSV and air defense of the NK-target, which increases the range of the Kh-38M / Kh-35U anti-ship missile from 40/130 to 400 km, while targeting radar of the H036 type is provided with the main SPSV, and the DPSV is controlled by the second SPSS pilot using a low-altitude flight profile and system DPSV self-defense - active electronic jamming station and moreover, upon reaching the area from which the NK target will be hit, the mentioned DPSV will launch a salvo or launch RCC alternately with the correction of the error accumulated by the combined inertial control system according to the signal receiver of the GLONASS satellite navigation system, at the end of the RCC flight its IR head is used homing and hardware and software for autonomous target recognition, then DPSV at a distance of 1560 km automatically returns to the ANC with a vertical landing on its helipad, while the mentioned BSU SPSV is equipped with the option of its optional control by pilots from a two-seat cockpit, but also of its use as part of an aircraft group as a head group together with the mentioned, for example, two DPSVs, one of which, being a slave, automatically repeats the maneuvers of the head SPSV in the next flight, and the other is controlled by the co-pilot from the head SPSS, and then vice versa, while the control system for the formation of relative position In a follow-up flight, containing one or more sensors located on the DPSV slave, configured to detect data regarding its position relative to the position of the head SPSV, having a flight control computer in operational condition with one or more sensors, containing an additional touch computer, which configured to: determine the relative position between the slave DPSV and the head SPSV; Compare the relative position with the selected relative position; determine the speed of the driven DPSV necessary to move it to the selected relative position; convert the tracking device speed to flight control inputs; to limit the direct movement of the slave DPSV relative to the head SPSV, which ensures their relative safe position in joint flight through the inputs of his flight control computer. 3. The complex according to claim 2, characterized in that in the aforementioned OPSV and DPSV, the control system for forming their relative position in flight with one or more sensors includes one or more IR sensors, video sensors, radar, laser and ultrasonic sensors, sonars , global positioning sensors, wherein said flight control computer is configured both with an additional sensor data summing computer and a data receiving / transmitting channel located on the head SPSV for receiving global position data from the DPSV slave, and with the possibility of converting images from each video sensor, providing the determination of the relative position, which by means of triangulation includes the determination of the relative range, azimuth and elevation angle, and the additional computer for summing the sensor data and the data transmission channel has multiband radio-frequency equipment with a directional antenna capable of private channels to transmit several video streams, provide data collection from each video sensor, and also ensure the conversion of images from each video sensor to a relative position, which determines on the basis of the global position of the head OPSV transmitted to the slave DPSV, while the data summation computer is fully integrated into the pilot interface and an OPSV control system providing the aforementioned tracking flight of the guided DPSV, which, if necessary, can be turned off by means of one of the inputs of the pilot's interface for controlling the flight, pilot activation of a button or control switch, and the data summation computer is additionally equipped with the possibility of its independent action, determining that the flight of the SPSV is unsafe for its relative position from the slave DPSV, but also disabling the formation of the mentioned follow-up flight by the slave DPSV through the flight control computer. 4. The complex according to any one of paragraphs. 1, 2, characterized in that, for an economical high-speed horizontal flight of the said SPSV and DPSV in their autorotating system, it includes an automatic transmission (AKP) in the said main gearbox of the DNV, which has the output shaft for the DNV drive, which creates two streams: the first one take-off with the issuance of the corresponding power from the KGTD and the creation of lifting thrust from the DNV, the second one is cruising in the configuration of a gyroplane with the reception of power from the autorotation of the DNV to its corresponding stage, disconnecting the DNV from the CCT drive of the said KGTD, driving a reversible electric motor-generator (OEM) charging batteries , and controlling the synchronous decrease in the speed of its rotation, for example, to 150 min ^-1 or 100 min ^-1 , and the angle of attack of the blades of the autorotating DNV, providing a fraction of the increase in 2 / 3-3 / 4 times the required lifting force of their VGO and ZGO, but and the rotation plane of the blades of the DNV, which is almost aligned with the corresponding air flow at speeds for low or high-speed field that leading to a decrease in the rotational resistance of DNV by 12-15% of the total profile drag of the DNV blades during their self-rotation and the possibility for cruise flight modes of calculating their PGO and ZGO with their reduced geometry, which is 1 / 3-1 / 4 of the wing size of a similar a jet aircraft, wherein the battery-powered OEMG provides, when airborne, the mentioned DPSV on the carrier fighter (IN) as launching the CCT in the said KGTD after unfolding the aforementioned LCAIS DNV from the flight-transport to flight configuration by means of an automatic gearbox drive of the said main gearbox from a transmission system that provides the AKP follower with the required OEM RPM speed, which creates the required rotation of the DNV shaft in the horizontal plane with the installation and fixation of the required LKAIS sweep angle of their DNV with the subsequent unfolding of the aforementioned external and internal tail sections and PGO consoles with the corresponding fixed the location of the LCAIS DNV, moreover, when airborne DPSV on deck IN moving on the hanging console of the fuselage or underwing launchers, for example, one or two DPSV with their flat side air intakes, having vented fairings at their entrance or deflected large sides that move upwards / down from / to their plate-type shutoffs, respectively, open / close their entrance to reduce resistance. 5. The complex according to any one of paragraphs. 1, 2, characterized in that for horizontal flight at an altitude of 11 km, the HPS and DPSV, reaching the marching thrust-weight ratio of the first level - 0.234 and the second - 0.307, the corresponding power of their control system is used 36% and 54% of the working QGTD to drive their WWII in the configuration the aforementioned winged gyroplane and aircraft with PRS-R1, while at a flight altitude of 11 km in the configuration of a jet aircraft, the aforementioned LCAI which, having a sweep along its front edge with an angle χ = 0 °, provide a mid-flight thrust ratio of 0.307 with a flight speed of 0.307 , 6 Mach (M), with an angle χ = ± 30 ° -M = 0.75, and with an angle χ = ± 45 ° -M = 0.79, with an angle χ = ± 60 ° -M = 0.829, and with angle χ = ± 62.5 ° -M = 0.87, and the aforementioned LCAIS with the sweep angle χ = ± 65 °, having a maximum thrust-weight ratio of 0.374 and 0.46, 72% and 100% of the combined SU power are used, the horizontal speed is achieved flight M = 0.9 and M = 1.04 in the configuration, respectively, of trans- and supersonic aircraft, while in OPSV and DPSV mentioned them KGTD is equipped with an afterburner chamber at the end of its jet nozzle, used in take-off modes or in horizontal flight with front controlled after-flight doors of the aft nacelle for additional air supply in front of the afterburner, and with their overload 15% increase marching clearance from 0, 46 to 0.69 and speed from M = 0.96 to M = 1.04, but also to change the configuration from trans to supersonic aircraft at an altitude of 11 km, respectively.

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