RU2810821C1 - Strike aviation complex with unmanned aircraft - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to the designs and composition of attack aircraft systems. The strike aviation complex contains a group of vertical short take-off/landing aircraft, or aircraft launching from an inclined launcher, including one optionally manned convertiplane and more than one unmanned convertiplane, each made according to a twin-rotor transverse design, having an integral “tailless” aerodynamic design and smooth coupling of the fuselage with the aft engine nacelle and the delta-shaped wing. The cantilever swept keels are deflected inwards towards the plane of symmetry and have at the tips streamlined fairings with shock-absorbing struts for the caster wheels of the four-legged non-retractable landing gear for vertical take-off/landing (VTOL) on the tail.

EFFECT: increased speed, flight range, increase payload, and ability for the convertiplanes to perform short takeoff/landing in the flight configuration of an airfield-based aircraft.

2 cl, 3 dwg, 1 tbl

Description

The invention relates to attack aircraft complexes (UAS) with an unmanned aircraft-helicopter (BPSV) having a delta-shaped wing (DVK) in a tailless configuration, a fuselage with an aft engine nacelle and its turbojet engines driving spaced-apart propellers in two annular channels installed in the rear parts of the DVK for vertical take-off and landing (VTOL) and horizontal flight with the appropriate position of the fuselage, but also standing with the VTOL on the tail by means of its non-retractable four-legged landing gear with wheels located in fairings at the tips of the fins located on the annular channels.

The Iranian aviation guidance and destruction complex with a disposable unmanned aerial vehicle (UAV) Shahed-136, made according to the “tailless” design, is known, contains a fuselage having at the end in its fairing a piston engine with a pusher propeller and a delta wing with elevons equipped at its tips two fins mounted parallel to the plane of symmetry (see https://www.washingtonpost.com/world/2022/10/17/kamizake-drones-russia-ukraine/).

Features that coincide - the Shahed-136 loitering UAV is a mid-wing monoplane with a wingspan of 2.5 m, a length of 3.5 m, a height of 0.9 m and an MD 550 piston engine (power 50 hp) with a pusher propeller providing speed 150...185 km/h at an altitude of 40...4600 m and with a take-off weight of 200 kg. The UAV body is made using low-visibility technology from composite materials. When used as a loitering munition, a kamikaze UAV is capable of carrying a 50 kg warhead. Range is 2000 km, flight time is 11…12 hours.

Reasons that hinder the task: the first is that the piston engine (PD) MD 550, when operating, having an increased acoustic signature, does not provide stealth flight when pointing a disposable UAV at a target to destroy it. The second is that the UAV launch, transportation and storage system is containerized. A container with significant dimensions is placed on a flatbed truck. The UAV is launched from a container launcher (CLU) using a rocket engine (RM). The RD launch scheme is flow-through, i.e. The front and back covers of the CPU are open. In this case, the installation of the UAV with the launch taxiway into the transport position for its launch from the control center is carried out by a crane. After the alternate launch of five UAVs from the inclined control center and the launch of the PD, their taxiways are separated and the UAVs fly along the programmed trajectory. The third is that the creation of a reusable UAV of the Shahed-136 type for deck-based deployment on a ship is impossible due to the landing pad required for its parachute descent (200x200 m). However, equipping its propulsion system with a jet engine of the MD-120 type with a thrust of 120 kgf instead of a PD will allow it to reach speeds of up to 740 km/h.

The well-known project of the UAV "Rotor Blown Wing" from "Sikorsky" (USA), made (see https://topwar.ru/69568-bespilotniki-a-postafganskuyu-epohu.html) according to the "tailless" scheme, contains a fuselage with a wing , having engine nacelles with their engines and transverse propellers on consoles, creating vertical and horizontal thrust at the appropriate position of its fuselage, a four-support non-retractable wheeled landing gear installed in fairings at the ends of the tail fins, mounted parallel to the plane of symmetry and at the ends of the engine nacelles.

Signs that coincide - the presence on the wing consoles of nacelles with propellers that create vertical or horizontal thrust at the appropriate position of the fuselage, the rotation of the propellers is synchronizing, which ensures, with excess thrust-to-weight ratio, both continued flight on one running engine, and predetermines a wide range of flight speeds from 125 to 740 km/h.

Reasons that hinder the task: the first is that a turboprop UAV, which has a four-legged fixed landing gear with wheels mounted in fairings at the ends of the tail fins, predetermines only its vertical take-off according to the “tailsitter” concept, i.e. “standing on the tail” and exclusively with its fuselage in a vertical position, which reduces safety in the event of failure of one of the engines and the ability to perform an “airplane-style” landing when it is based at an airfield. The second is that when performing the VTOL, rotors are located on the forward nacelles, which have swashplates with control of their cyclic, general and differential changes in their pitch, which predetermines a complex design and transmission system with a synchronizing shaft and, as a result, a reduction in weight output and range. The third is that transverse propellers with a swashplate create significant resistance, and the high load on their bushing shaft, which simultaneously transmits lift and torque, predetermines the complexity of its design and, ultimately, limits the efficiency and its aerodynamic quality.

The closest to the proposed invention is [see. http://rbase.new-factoria.ru/missile/wobb/ikara/ikara.shtml] British carrier-based aircraft missile system (PARK) model "Icara" with a jet unmanned aerial vehicle (UAV) having a wing, a fuselage with a launcher device (PU) of a guided missile (UR), a power plant engine (SU) and an on-board control system (BSU) for control from the command post (CP) of the ship-based facility.

Features that coincide - a UAV with dimensions without a ship launcher: length 3.42 m, wingspan 1.52 m, height 1.57 m, carries a homing anti-submarine torpedo (PLT) of the Mk.44 type, with its weight 196 kg, length 2.57 m and a diameter of 324 mm, speed 30 knots and range 5 km. A UAV with a Mk.44 torpedo has a maximum/minimum flight altitude of 300/20 m and a significant weight of 1480 kg, which limits the range to 24 km and flight speed to 140...240 m/s.

Reasons hindering the task: the first is that the subsonic UAV was launched in a direction that was as close as possible to the target. Data on the target's location came from the sonar system of a surface carrier ship, another ship, or an anti-submarine helicopter. Based on this information, data on the optimal torpedo release zone is constantly updated in the fire control system computer, which then transmits them in flight through the control unit to the UAV. Upon the arrival of the UAV in the target area, the Mk.44 torpedo, semi-recessed with its ventral location in the UAV body, was separated by radio command, parachuted, entered the water and began searching for the target. After which the UAV continues its flight with the operating control system, moving it away from the splashdown site of the homing PLT, so as not to interfere with its homing system. The disposable UAV itself left the area and self-destructed.

The proposed invention solves the problem in the above-mentioned well-known park "Icara" of automatic return to the base with automatic vertical landing on the tail of the BPSV, increasing the speed, flight range and target load, striking capabilities in an unmanned unified system, but also the possibility of performing the BPSV short take-off technology - landing in the flight configuration of a propeller-driven or airfield-based jet aircraft.

Distinctive features of the proposed invention from the above-mentioned well-known park of the "Icara" type, which is closest to it, are the presence of the fact that the multi-purpose KAPUT contains a group of vehicles for vertical take-off or launch from an inclined launcher or short take-off and landing (STOL) in the flight configuration of an airfield-based aircraft , including propeller-jet or electric propeller-jet, respectively, with an adaptive or hybrid control system, one optionally manned aircraft-helicopter (OPSV) and more than one unmanned aircraft-helicopter (UPSV), each of which is made according to a twin-rotor load-bearing scheme (DVNS), an integrated aerodynamic scheme "tailless" and the smooth coupling of the fuselage with its aft engine nacelle (KMG) and the delta-shaped wing (DVK), which has root swells of great sweep, forming a trapezoidal center section and, together with the forward swells of the fuselage, a double sweep along its leading edge, containing outer ones along its entire span split and internal, respectively, mono- and biplane elevons (MPE and BPE), but also its equal-sized cantilever swept keels (KSK), while in DVNS-X2 its main rotors (NV) are installed in front of streamlined nacelles (UOG), mounted on stiffeners profiled annular channels (RCC), fixed in the corresponding cutouts of the rear part of the mid-located DVK with the rotation axes of their UOG aligned with the middle line of the latter, and the over-/under-wing RCC are mounted in front and behind together with the RCC and along its longitudinal axis, deflected inward towards the plane symmetry, have their ends containing streamlined fairings (FFA) with shock-absorbing struts of their caster wheels of a four-legged non-retractable landing gear for its vertical take-off and landing (VTOL) on the tail, while the in-channel FOGs are equipped with gearboxes or electric motors of pulling NVs, equidistant from the center of mass, made with the possibility of automatically installing their blades in the position of their autorotation or in the vane position, respectively, in helicopter or airplane flight modes, placed to the leading edge of the flight control system, ensuring the ability to perform transitional flight modes, but also the VTOL/STOL technology in the flight configuration of the corresponding helicopter/airplane, and At the output of each PKK, upper and lower BPEs are mounted, which are equidistant from the center line of the DVK, while the KMG has one or more than one, for example, two turbojet engines (TRE) or double-circuit turbojet engines (DTRE), equidistant from the axis of symmetry, made with a degree bypass (m _dk ) equal to m _dk =0 or less than m _dk <2.0, and two turbojet engines in KMG have dorsal air intakes and separate paths of their hot gases, the flow of which is directed into their ramjet rectangular nozzles (RPS), each of which made with a heat-absorbing coating, reducing infrared (IR) radiation, has a rear V-shaped edge in plan, ensures the creation of horizontal or lifting thrust in the propulsion-reactive system (PRS) in aircraft or helicopter flight modes, respectively, while implementing the technology of GDP, hovering and its automatic landing on the tail with the corresponding position of the fuselage is realized using jet-lift thrust provided by two turbojet engines with their RPS in nPC-R2 together with the air blower in DVNS-X2, in which control forces and moments are generated aerodynamically through intensive airflow of the air blower their PKK with their paired WPTs, having the possibility of their in-phase forward-backward and differential forward/backward deviation at angles of ±15° from the vertical, creating a change in balancing in pitch and heading, respectively, and in the case of a change in the torques of the counter-rotating left and right NV is provided roll control, and in the adaptive control system of its KMG with two turbojet engines, which have the front outputs of their shafts for selecting 40...45% of the power, which are rotationally connected through their clutches with the main T-shaped gearbox, which contains output connecting shafts laid inside the internal combustion engine , transmitting the required power to the angular gearboxes of the NV or only to the turbines of the turbojet engine, followed by stopping the disconnected two- or four-blade NV from the transmission system and installing their blades in the feathering position with subsequent fixation of the blades, respectively, along the center line of the DVK or along and perpendicular to the latter with the transformation of the flight configurations during its horizontal flight from a propeller-jet to a jet aircraft, while in the adaptive control system and each PKK its propellers are made with rigid fastening of their blades, without swashplates and with a change in their total and differential pitch, and to perform the takeoff-landing mode, for example , the airfield-based BPSV KVP are equipped with semi-recessed auxiliary wheels in the fairings of two PKKs at the bottom and on the fuselage a retractable front controlled strut with a tricycle landing gear wheel, and to reduce the travel distance during a given landing of a propeller-jet and/or jet BPSV KVP, its NVs are used, made reversible, and/ or a braking parachute system of the aft fairing, mounted along the axis of symmetry, for the automatic return of the BPSV, for example, to a ship that has at its stern more than one liftable tilting mast, which, with a movable carriage and docking units, ensures the reception and docking of the BPSV to them with a vertical position of its fuselage and its subsequent bringing into a horizontal position to interact with the transport and loading system of the ship, and to reduce the dimensions of the BPSV with a horizontal position of the fuselage in the parking lot and its launch with a rocket accelerator from a container launcher, its DVK and KSK have folding inwards external sections (ES), fixed respectively at an angle and parallel to the DVK, while the WS of the DVK are deflected upward by an angle of ψ+10° and form an angle ψ=+3° of the transverse V for the entire DVK.

In addition, to perform, for example, BPSV modes of GDP and hovering at a specific power load without taking into account the jet thrust from the mentioned two turbojet engines in its mentioned adaptive control system, amounting to ρ _N = 1.5...2.0 kg/hp, each the mentioned turbojet engine is made with elements of digital program control, combining both their synchronization system, equipped with a series-connected unit for adjusting the pressure in the compressor of each turbojet engine, a unit for generating a given value of the rotation speed and angular position of the blades of their turbojet engines and actuators that correct the angular misalignment of the blades in a pair of turbojet engines and provide a given fuel consumption that generates the required power, as well as an adaptive control system for the formation of a safe flight (UFBP) with a specific vertical thrust-to-weight ratio in the mentioned DVNS-X2, which does not take into account losses from the airflow of its airframe ρ _BT = 1.25...1.5, includes the operating modes of the turbojet engines during the execution of the GDP: nominal and maximum modes (HP and MP) when selecting their corresponding 45% and 75% of the power to drive the mentioned turbojet engines, respectively, from two working mentioned turbojet engines and from one of their working turbojet engines with automatic leveling and equal redistribution the remaining power between the mentioned NVs in the event of failure of the corresponding turbojet engine in its mentioned adaptive control system, for example, even in the latter case, after the automatic activation of the MP of the operation of the said turbojet engine remaining in operation, which, with the specific vertical thrust-to-weight ratio in the DVNS-X2 component, taking into account the deduction of losses from blowing it airframe ρ _BT =1.1...1.2, will provide an emergency vertical landing mode within 2.5 minutes or performing a transition maneuver and continuing the flight in the BPSV aircraft configuration with the said turbojet engine remaining operational, while in the mentioned hybrid control system its electric propeller-propeller KMG with the mentioned two turbojet engines, having the front outputs of their shafts mentioned for the selection of 40...45% of the power, which are rotationally connected through a reduction gearbox and clutch with an electric starter-generator (ESG) of the generation system, generating the required electrical power to recharge the on-board battery powering the mentioned NV electric motors in the mentioned DVNS-X2, and equipping the mentioned BSU of the head BPSV/OPSV with a dual-frequency airborne radar station (radar) with an active phased antenna array (AFAR), which, together with an electro-optical sensor (EDS) at safe distances for the latter, provides geolocation inconspicuous targets and control of weapon loads and the lead stealth OPSV/BPSV, and via a laser communication channel by more than one remotely-slave BPSV with targeting of their mentioned missiles as part of an air group used in conjunction with a number of other air groups capable of exchanging information between their parent ones, for example , OPSV within the framework of their single so-called information cloud and transmits target designation to a number of other BPSV that do not use their radars in other autonomous KAPUTS, while anti-tank guided missiles (ATGMs), for example, the 9K135 “Kornet” type, installed in two or more two fuselage transport and launch containers (TPC), mounted inside its compartment on ejection launchers and on both sides of the axis of symmetry or in wing TPK, equidistant from the center line of the mentioned DVK, located in the corresponding contours of the fuselage and overhangs of the DVK and in its corresponding over- and underwing fairings (NKO and PKO) so that the front and rear parts of the TPK are installed with automatically opening flaps, repeating the leading edge of the DVK, and placed behind its rear edge, respectively, and the BPSV airframe is made using stealth technology with a coating that absorbs radio waves of different lengths, has a one-piece rigid body structure using aluminum-lithium alloys and structurally aging-improved composite materials, reinforced by spars and stiffeners with a single fuselage skin and a carbon fiber reinforced composite material DVK, which is capable of its mentioned BSU, providing automatic execution of a flight mission or remote control by an operator from a ground control unit or by a pilot nearby flying the head OPSV, protect from powerful electromagnetic flashes or the effects of laser radiation, withstand significant amounts of heat and deformation, making it possible to reduce the number of parts by an order of magnitude, while in a personal or single-seat OPSV the pilot with a rescue parachute is placed accordingly lying or sitting in the corresponding cockpit with a teardrop-shaped drop-down canopy on a support or ejection seat, tilted for the convenience of the pilot during the flight and hovering at an angle of 40°...45° forward in flight.

The proposed invention of a multi-purpose KAPUT, for example, with an OPSV, having a DVK with KSK, a fuselage with a KMG and its two turbojet engines driving the NV into the PKK, installed in the rear part of the DVK, is illustrated in general views and figs. 1/2 and 3:

fig. 1/2 in the configuration of a propeller-propelled OPSV KVP/VVP at maximum/normal take-off weight with NV in the PKK and DTRD, creating horizontal thrust with folded KSK/vertical thrust at the corresponding position of the fuselage;

fig. 3 in the configuration of a jet OPSV KVP with a DVK and two PKK, having folded underwing KSK and four-blade NV with their blades fixed in a feathered position along and perpendicular to the center line of the DVK.

A convertible off-airfield or deck-based OPSV is shown in Fig. 1-3, made according to the “tailless” scheme and DVPS with channel NV, contains the fuselage 1 with its KMG 2, integrated with DVK 3, having external split MPE 4 and in the rear part two PKK 5, equipped at their output with internal WPE 6 Together with PKK 5, the above-7 and under-wing 8 KSKs are mounted with the upper 9 and lower 10 of their UOOs, which have shock-absorbing struts 11 caster wheels 12 four-wheel non-retractable landing gear. To perform a stabilization flight with folded lower KSK 8 (see Fig. 1), there are semi-recessed wheels 14 in the fairings 13 of two KSK 5 and on the fuselage 1 retractable front strut with a wheel 15 of a tricycle landing gear. The left 16 and right 17 four-blade NVs are moved to the leading edge of the PKK 5 and mounted in front of their UOG 18. The root swells 19 form a developed trapezoidal center section of the DVK 3, increasing its load-bearing capacity. In the adaptive control system, its KMG 2 has dorsal air intakes 20 for the turbofan engine and direct-flow RPS 21. Two turbofan engines have front shaft outputs for selecting 40...45% of their take-off power, which are rotationally connected through their clutches to the main T-shaped gearbox, which contains the output shafts laid inside DVK 3, transmitting the required power to angular gearboxes NV 16-17 or only to the fan of each turbofan engine (not shown in Fig. 1-3).

Control of the deck-based OPSV is provided from cabin 22, and target designation is provided by its radar with AFAR 23 and EDI 24 (see Fig. 3). To reduce the flight distance when landing in an aircraft configuration, the braking parachute system is mounted along the axis of symmetry in the aft fairing 25 of fuselage 1. Internal weapons, for example, APR-3M anti-submarine torpedoes are installed in the wing TPK 26, located in the corresponding contours of the fuselage 1 and inside the flaps 19 DVK 3 and in its NKO 27 and PKO 28. After the creation of the lifting force NV 16-17 and the jet lift thrust by two turbofan engines or the required joint propulsion of their horizontal thrust during take-off, the VTOL and hovering or STOL modes are provided at the appropriate position of the fuselage 1 (see Fig. 3). In the VTOL and hovering modes, changes in pitch and heading balancing are ensured by respectively in-phase forward-backward or differential forward/backward deviations of their WPT 6 at angles of ±15° from the vertical, and in the case of a change in the torques of the counter-rotating left 16 and right 17 NV, control is provided by roll. After a vertical take-off and climb, an accelerating flight is performed and a corresponding decrease in the rotation speed of the HB 16-17 is carried out. To transition to the configuration of a jet OPSV, its NV 16-17 are disconnected from the transmission system, at the same time their blades are installed in a feathered position, stopped by their brakes and fixed along and perpendicular to the center line of DVK 3. In the transition flight mode of the OPSV, lift and propulsion thrust are created by DVK 3 with NV 16-17 and two turbofan engines, when it flies as a jet aircraft with NV 16-17 fixed in the weathervane position in their PKK 5 and speeds up to M = 0.86-DVK 3 and two turbofan engines, respectively. During horizontal flight of a turboprop fan or jet OPSV in its aircraft configuration, lateral and longitudinal control is provided by differential and in-phase deflection of MPE 4 on DVK 3 and BPT 6 on PKK 5, and track control is provided by split MPE 4 on one side of DVK 3.

Thus, a deck-based URKA with an OPSV-3000 (see Table 1), which has an internal combustion engine, two turbofan engines driving the NV in two PCVs, is a VTOL aircraft that converts the flight configuration from a turbofan to a jet OPSV only due to a change in the operating conditions of the turbofan engine mod. AL-55 and subsequent stopping, feathering of the NV and fixing their blades. Priority development of the anti-tank guided missile system, used in conjunction with the Ka-31SV AWACS helicopter with the E-801 radar, guiding a swarm of remotely driven BPSV-116, carrying four 9K135 "Kornet" type ATGMs, having two MD-45 turbojet engines with a thrust of 124 kgf, The dimensions of the Shahed-136 kamikaze UAV and take-off weight of 359 kg when launched with a container launcher and a rocket booster will allow it to work out the GDP, speed of 750 km/h and flight range of 1200 km.

Claims (2)

1. Strike aircraft complex with an unmanned aerial vehicle having a wing, a fuselage with a launcher (PU) of a guided missile (UR), a power plant engine (PU) and an on-board control system (BSU) for control from the command post (CP) of the base, characterized in that it contains a group of vertical take-off or launch vehicles from an inclined launcher or short take-off and landing (STOL) in the flight configuration of an airfield-based aircraft, including with an adaptive or hybrid control system one optionally manned helicopter (OPSV) and more than one unmanned aircraft-helicopter (BPSV), each of which is made according to a twin-rotor transverse design (DVPS), an integral aerodynamic design of a “tailless” design and a smooth coupling of the fuselage with its aft engine nacelle (KMG) and a delta-shaped wing (DVK), having root swells of great sweep, forming its trapezoidal center section and, together with the forward bulges of the fuselage, a double sweep along its leading edge, containing along its entire span external split and internal, respectively, mono- and biplane elevons (MPE and BPE), but also its equal-sized cantilever swept fins (KSK), with In this case, in the DVPS, its main rotors (NV) are installed in front of streamlined nacelles (UOG), mounted on the stiffening ribs of profiled annular channels (RCC), fixed in the corresponding cutouts of the rear part of the middle-located DVK with the alignment of the rotation axes of their UOG with the middle line of the latter, and above/ underwing KSK are mounted in front and behind together with the PKK and along its longitudinal axis, deflected inward towards the plane of symmetry, have their tips containing streamlined fairings (FFA) with shock-absorbing struts of their caster wheels of a four-wheel fixed landing gear for its vertical take-off and landing (VTOL) on the tail, while the in-channel UOGs are equipped with gearboxes or electric motors pulling the NVs, equidistant from the center of mass, designed with the ability to automatically install their blades in the position of their autorotation or in the feathering position, respectively, in helicopter or airplane flight modes, placed to the leading edge of the PKK with the provision of performance of transient flight modes, but also the VTOL/STV technology in the flight configuration of the corresponding helicopter/airplane, and at the output of each PKK upper and lower WPTs are mounted, which are equidistant from the center line of the DVK, while the KMG has one or more than one, for example, two turbojet or turbojet bypass engines (turbojet or turbofan engine), equidistant from the axis of symmetry, made with a bypass ratio (m _DK ) equal to m _DK =0 or less than m _DK <2.0, and two, for example, turbojet engines in KMG have dorsal air intakes and separate paths of hot gases, the flow of which is directed into their direct-flow jet rectangular nozzles (RPS), each of which is made with a thermal-absorbing coating, reducing infrared (IR) radiation, has a rear V-shaped edge in plan, provides for airplane or helicopter modes flight, the creation of horizontal or lifting jet thrust, respectively, while the implementation of the technology of hovering and automatic landing on the tail with the corresponding position of the fuselage is realized using the jet-lift thrust provided by two turbojet engines with their RPS together with the NV in the DPPS, in which the control forces and moments generated aerodynamically through intensive blowing of the NVs of their PSC with their paired WPTs, having the possibility of their in-phase forward-backward and differential forward-backward deflection at angles of ±15° from the vertical, creating a change in balance in pitch and heading, respectively, and in the case changing the torques of the counter-rotating left and right NVs provides roll control, and in the adaptive control system of its KMG with two turbojet engines, which have the front outputs of their shafts for selecting 40...45% of the power, which are rotationally connected through their clutches with the main T-shaped gearbox , which contains output connecting shafts laid inside the DVK, transmitting the required power to the angular gearboxes of the NV or only to the turbojet turbines, followed by stopping the disconnected two- or four-blade NV from the transmission system and installing their blades in the feathered position with subsequent fixation of the blades, respectively, along the center line DVK or along and perpendicular to the latter with the transformation of the flight configuration during horizontal flight from a propeller-jet to a jet aircraft, while in the adaptive control system and each PKK its NV are made with rigid fastening of their blades, without swashplates and with a change in their total and differential pitch , and to perform the take-off and landing mode, for example, an airfield-based BPSV STOL has semi-recessed auxiliary wheels in the fairings of two PKKs and on the fuselage a retractable front control strut with a tricycle landing gear wheel, and to reduce the travel distance during a given landing of a propeller-jet and/or jet BPSV The HVP uses its NV, made reversible, and/or the braking parachute system of the stern fairing, mounted along the axis of symmetry, for the automatic return of the BPSV, for example, to a ship that has at its stern more than one liftable mast-tilter, which is with a movable carriage and docking nodes ensures the reception and docking of the BPSV with the vertical position of its fuselage and its subsequent bringing into a horizontal position for interaction with the transport and loading system of the ship, and to reduce the dimensions of the BPSV with the fuselage in a horizontal position when parked and its launch with a rocket accelerator from the container The launchers of its DVK and KSK have their outer sections (WS) folding inwards, fixed respectively at an angle and parallel to the DVK, while the SV DVK are deflected upward by an angle ψ=+10° and form an angle ψ=+3° of the transverse V for the entire DVK . 2. An attack aviation complex with an unmanned aerial vehicle according to claim 1, characterized in that to perform, for example, BPSV modes of GDP and hovering at a specific power load without taking into account jet thrust from the mentioned two, for example, a turbojet engine in its mentioned adaptive control system, component ρ _N =1.5…2.0 kg/hp, each mentioned turbojet engine is made with elements of digital program control, combining both their synchronization system, equipped with a series-connected unit for adjusting the pressure in the compressor of each turbojet engine, a unit for generating a given frequency value rotation and angular position of the blades of their turbojet engines and the executive bodies, which correct the angular mismatch of the blades in a pair of turbojet engines and provide a given fuel consumption that generates the required power, as well as an adaptive control system for the formation of a safe flight (UFBP) with a specific vertical thrust-to-weight ratio in the mentioned DVPS, which is without taking into account losses from blowing its airframe ρ _VT = 1.25...1.5, includes the operating modes of the turbojet engine when performing the GDP: nominal and maximum modes (HP and MP) when selecting their corresponding 45% and 75% of the power to drive the mentioned NV, respectively from two working mentioned turbojet engines and from one of their working turbojet engines with automatic leveling and equal redistribution of the remaining power between the mentioned NVs in the event of failure of the corresponding turbojet engine in its mentioned adaptive control system, for example, even in the latter case after the automatic switching on of the MP of the operation of the said turbojet engine remaining in operation, which with a specific vertical thrust-to-weight ratio in the DVPS, taking into account the deduction of losses from blowing its airframe ρ _VT = 1.1...1.2, it will provide an emergency vertical landing mode within 2.5 minutes or perform a transition maneuver and continue the flight in the aircraft configuration BPSV with the remaining operating said turbojet engine, while in the said hybrid control system of its KMG with the mentioned two, for example, turbofan engines, having the front outputs of their shafts mentioned for the selection of 40...45% of the power, which are rotationally connected through a reduction gearbox and clutch with an electric starter-generator ( ESG) generation system that generates the required electrical power to recharge the onboard battery that powers the mentioned NV electric motors in the mentioned DVPS, and equipping the mentioned BSU of the head BPSV/OPSV with a dual-frequency onboard radar station (radar) with an active phased array antenna (AFAR), which together with an electro-optical sensor (EDS) at safe distances for the latter provides geolocation of a stealth target and control of weapon loads and the lead stealth OPSV/BPSV, and via a laser communication channel by more than one remotely-slave BPSV with guidance on the target of their mentioned missile launchers as part of an air group, used in conjunction with a number of other air groups capable of exchanging information between their parent groups, for example, OPSV within the framework of their single so-called information cloud and transmits target designation to a number of other BPSV that do not use their radars in other autonomous missile systems, while anti-tank guided missiles (ATGM), for example, type 9K135 "Kornet", installed in two or more than two fuselage transport and launch containers (TPK), mounted inside its compartment on ejection launchers and on both sides of the axis of symmetry or in wing TPK, equidistant from the center line of the said DVK , located in the corresponding contours of the fuselage and overhangs of the DVK and in its corresponding over- and underwing fairings (NKO and PKO) so that the front and rear parts of the TPK are installed with automatically opening flaps, repeating the leading edge of the DVK, and placed beyond its rear edge, respectively, moreover, the BPSV airframe is made using low-visibility technology with a coating that absorbs radio waves of different lengths, has a one-piece rigid body structure using aluminum-lithium alloys and composite materials improved for structural aging, reinforced with spars and stiffeners with a single fuselage skin and DVK made of composite materials, reinforced carbon fiber, which is capable of protecting its said BSU, which ensures automatic execution of a flight mission or remote control by an operator from a ground control point or a pilot of a nearby flying head OPSV, from powerful electromagnetic flashes or the effects of laser radiation, and can withstand significant amounts of heat and deformation, allowing an order of magnitude reduction in the number parts, while in a personal or single-seat OPSV, the pilot with a rescue parachute is placed, respectively, lying or sitting in the corresponding cockpit with a teardrop-shaped ejectable canopy on a cradle or ejection seat, tilted for the convenience of the pilot in the process of performing the EVP and hovering at an angle of 40°...45° forward in flight.

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