RU2123443C1 - Method of complex improvement of aerodynamic and transport characteristics, method of control of flight and ground-air amphibian used for realization of these methods - Google Patents

Abstract

FIELD: transport; and designing of ground-air amphibians, type ground-effect machines of air cushion takeoff and landing. SUBSTANCE: additional lifting force is created through suction of boundary layer from upper surface of wing and static multi-chamber air cushion is formed under fuselage and wing. Sabre-shaped blades of fans have varying sections and increased aerofoil-section chords. Additional power is imparted to these fans and is redistributed among fans and cruise engines. First entire power of power plant is directed for forming the air cushion and later this power is gradually redistributed from fans to cruise engines; at braking and landing, power of gas generators is redistributed from cruise propulsors to fans. Set angle of attack of proposed flying vehicle fuselage is more than zero but is lesser than angle of attack of wing. Gas generators of flying vehicle are connected with actuating mechanisms of cruise propulsors and fans by means of gas lines. Sabre-shaped blades of fans have varying section and increased aerofoil-section chord; chambers of air cushion are provided with jet guard. EFFECT: enhanced and optimized aerodynamic, transport, flight and economical characteristics of flying vehicle. 9 cl, 7 dwg

Description

 The invention relates to transport and relates to aircraft such as ekranoplanes, and in particular to air-cushion aircraft that take off and land at airfields of any category or even in the absence thereof. More precisely, it relates to methods for increasing the aerodynamic and transport characteristics of aircraft using the screen effect over a water and solid surface and named for their flight characteristics as ground-air amphibians (NVA) by performing new structural elements in them, as well as increasing reliability, safety and environmental friendliness of cargo transportation both near the shielding surface and outside it.

 The prior art.

 A known method of increasing the aerodynamic quality of an aircraft and an aircraft for its implementation (see the description of the invention to the international application WO 96/33896 IPC B 60 V 1/08, 10/31/1996).

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

 The disadvantages of the known method of increasing the aerodynamic quality and design of the aircraft for its implementation is the fall of the aerodynamic quality with increasing speed to values close to aircraft. This is due to an increase in the dynamic component of the lifting force with increasing flight speed.

 There is also a method of optimizing the aerodynamic and transport characteristics of an ekranoplan by changing the structural elements of the apparatus (see the description of the invention to international application WO N 97/17241 according to class IPC B 60 V 1/08, 05/15/1997). The ekranoplane contains a hull, tail, wings located on both sides of the hull and having a triangle shape in plan. The angle of attack of the wing is made variable, its value increases as it approaches the hull.

 However, such an ekranoplan is suitable for flights only in the area of the screen effect and cannot fly outside it.

Also known is a marine passenger ekranoplan containing a hull, tail unit and a power unit, made with a composite wing having an elongation of λ _k = 4-5, with a console in the shape of a "gull". The ekranoplan is equipped with a tail unit having a two-keel vertical wing and a horizontal wing resting on the terminal ribs of the keels (see RF patent N 2076816 according to class IPC B 60 V 1/08, 1997).

 A disadvantage of the known ekranoplan is that it is inferior in modern flight and economic performance to modern aircraft.

 The closest in technical essence of the analogues found is a method of increasing the load-bearing properties of the wing, implemented in the ekranoplan ship "Orlenok" designed by R.E. Alekseev (see f. "Wings of the Fatherland" N 11, 1991, S. 28-29), which is taken as a prototype.

Wing "Orlyonok" is made according to the airplane scheme and contains a fuselage, a low wing of increased chord and a shortened span (elongation λ _k = 5) with end washers and energy-intensive mechanization, a T-shaped tail. The power plant consists of starting and marching blocks. The starting block has two inflatable dual-circuit turbojet engines that act as gas blowers under the wing to create a static air cushion and are located in the bow inside the fuselage in front of the wing. The marching unit has a turboprop engine located at the junction of the keel and stabilizer.

 A disadvantage of the known prototype is primarily its low transport efficiency in terms of such indicators as maximum payload, number of seats, flight range, fuel consumption, seasonal operation. In addition, the design of the fuselage of the ekranoplan "Eaglet" does not create lift. Moreover, the use of the screen effect of the prototype is limited by the small chord of the wing (h> 0.1) and makes an increment of the bearing properties of the wing by only 60-70%. The overestimated power ratio of the ekranoplan is explained by its non-optimal method of launch and landing, and also by the fact that it is designed for operation in two environments - water and air, which differ in density by more than 800 times.

 The design features of the Orlanok ekranoplane require the operation of bow blowers in cruise flight in the screen area, which creates a high level of noise in the cabins and the cockpit, especially when starting from an unprepared unpaved ground, and the airbag has a negative environmental impact on the ground. The power plant, spaced along the length of the fuselage, leads to a complex structural design of the ekranoplan "Eaglet". Ensuring the strength of such a design significantly increases its metal consumption and leads to a decrease in the mass of the payload.

 Disclosure of the invention.

The objective of the present invention is to develop a method for comprehensively improving the aerodynamic and transport characteristics of an airborne amphibian aircraft, in proposing an effective way to control its flight, and also in providing stability and controllability characteristics when flying both near the screen and outside it. Another objective of the invention is the development of an aircraft of ground-air amphibian, allowing to:
- movement not only in surface mode, but also in free flight mode with high aerodynamic qualities;
- stabilization and control of the movement of the aircraft in all modes, including takeoff and landing;
- ease of flight control;
- the cost-effectiveness of transporting goods and passengers over long distances.

 To increase the aerodynamic and transport characteristics of the aircraft, additional lifting force is created by suctioning the flow from the upper surface of the wing by arranging the air intakes of the bearing fans on the upper surface of the wing; create a static multi-chamber air cushion under the fuselage and wing; supply the blades of the supporting fans with lifting properties; reinforce the effect of the blades of the bearing fans by supplying additional actuators to their actuators from gas generators by disconnecting the marching engines, while the transmission and distribution of power from the gas generators to the actuators of the marching engines and bearing fans is carried out in a gas-dynamic way.

 The method of controlling the flight of ground-air amphibians is carried out by changing the lifting force and traction of the propulsors. In this case, first all the power of the power plant is directed to create an air cushion, after take-off, a gradual redistribution of power from the main fans to the mid-flight propulsors is performed to communicate to the aircraft translational motion in the direction of the longitudinal axis of the fuselage. The magnitude of the transmitted power is changed in proportion to the increase in the lifting force of the wing as the speed increases. Upon reaching the cruising flight mode, all 100% of the power generated by the gas generators is directed to the marching propulsion devices to ensure horizontal movement with the carrier fans completely off. In the braking mode, the thrust of the marching propulsors is first reduced, the flaps and aileron flaps are released, then part of the power is smoothly redistributed from the marching propulsors to the main fans. In this case, the amount of transmitted power is changed in proportion to the decrease in the lifting force of the wings as the speed decreases. They accelerate the work of gas generators to simultaneously ensure the reverse mode of marching propulsion engines and enhance the operation of bearing fans. The reverse mode of the marching propulsion is provided by shifting the fan blades to a negative angle of attack.

 The braking mode is brought to zero horizontal speed and the maneuvering mode is carried out by transferring part of the power to one or both of the main propulsion engines. When landing, marching propulsors are completely turned off, the operating mode of the main fans is smoothly switched from maximum to zero when the apparatus is touched with the surface.

Aircraft - ground-air amphibian (NVA-120), the size of which is determined by the take-off weight of 120 tons with a range of 100-150 tons, in which the inventive methods are implemented, contains a fuselage with passenger cabins and cargo compartments, a wing with washers at the ends , a power plant with drives of marching propulsors and fans for the formation of a launch and landing multi-chamber airbag, motion control and stabilization systems. In this case, the fuselage is made with an installation angle of attack greater than 0 ^o C, but less than the angle of attack of the bearing wing. Gas generators are connected to actuators via gas pipelines. Fans are made of supporting. They are installed at the junction of the fuselage and the wing in rings that are provided with access to the upper surface of the wing. The airbag chambers are located on the principle of a three-wheeled chassis and are equipped with a jet curtain.

 As one of the options, removable mounted passenger or cargo modular sections are attached to the washers at the ends of the supporting wing. They are fastened with three hydraulic locks through the centering locating cone pins. The mounting process of the mounted modular sections is carried out by a lateral collision of the carrier on the standing modular section until the cone pins enter the conical holes. Such a constructive solution for docking is very successful, since the conical holes do not require high accuracy of hit during mooring (collision), since the diameter of the external hole in the modular section is much larger than the diameter of the incoming carrier pin. After all three pins of the carrier enter the wedge openings of the module, the wedge lever enters the grip of the pin and, using the hydraulic cylinder, all three pins slide into the holes until they are fully seated. After tightening the conical pins, the latches of the three locks are activated along the length of the washer. This ensures a reliable fit of the side surfaces of the washer and the modular section. In the process of movement, all loads are perceived by three conical pins and three lock latches. At the same time, the conical pins and lock latches work both for shear and tensile, therefore, the reliability of fastening is ensured by strength calculations, material properties and structural dimensions of the conical pins and lock latches.

 The power plant consists of air intakes, gas generators, bearing fans and propulsion engines with their actuators, as well as thermostatic gas pipelines with gas distribution devices.

 On the lower planes of the fuselage, wing and modular sections, longitudinal skeg rails are made. Gas generators are located inside the housing, which protects them from external influences.

Brief Description of the Drawings
The drawings schematically depict an aircraft in which the proposed method for comprehensively improving the aerodynamic and transport characteristics of ground-air amphibians and a method for controlling its flight are implemented:
FIG. 1 - aircraft, side view;
FIG. 2 is a plan view of FIG. 1;
FIG. 3 is a section AA in FIG. 2;
FIG. 4 is a front view of FIG. 1;
FIG. 5 is a rear view of FIG. 1;
FIG. 6 is a schematic drawing of a carrier fan;
FIG. 7 is a graph comparing the characteristics of various aircraft.

The best embodiment of the invention
Aircraft - ground-air amphibian contains a fuselage 1 with passenger or cargo compartments 2, a power plant containing air intakes 3, gas generators 4, bearing fans 5, gas distributors 6, thermostatically controlled gas pipelines 7 and mid-flight propellers 8. Bearing wings 9 are made with low elongation. They have washers 10 at the ends to which removable hinged passenger or cargo modular sections 11 are attached. The air blower under the bottom of the fuselage is made in the form of supporting fans 5, which are located at the junction of the fuselage 1 and wing 9 in the rings 12 having access to the upper surface of the wing 9. The lower surface of the fuselage 1 has an installation angle of attack α greater than 0 ^o , but less than the angle of attack of the bearing wing 9. On the lower planes of the fuselage 1 and the modular sections 11, longitudinal skeg rails are made 13. The airbag chambers I, II and III are arranged They are married according to the principle of a three-leg landing gear and equipped with a jet curtain 14. The supporting wing 9 has sweep along the leading and trailing edges and is equipped with shields 15 and aileron flaps 16, and the mounted modular sections 11 are attached to the washers 10 of the wing 9 by means of hydraulic locks 17 through centering installation conical pins 18. Gas generators 4 are located inside the body, and not in the mounted engine nacelles, as in the prototype. This protects them from clogging from the outside. The gas pipelines 7 from the gas generators 4 to the actuators 19 of the mid-flight propellers 8 and the supporting fans 5 are made thermostatically controlled, that is, protected from the external environment by reliable thermal insulation. The blades 20 of the supporting fans 5 are made with a saber-shaped profile (in plan).

будет намного меньше 0,1 величины средней аэродинамической хорды крыла. На фиг. 7 показана зависимость аэродинамического качества K экранопланов НВА-120, "Орленок" и др. от относительной высоты полета

h/САХ, где h - абсолютная высота полетов, САХ - средняя аэродинамическая хорда. Для известных экранопланов величина этого аэродинамического качества K будет равна: для экраноплана "Орленок" K = 14, для экраноплана "Лунь" K = 13,8, а для предлагаемого в настоящем изобретении НВА-120 - K = 26. При крейсерской скорости полета 400 км/час подъемная сила для "Орленка" и НВА-120 одинакова и равна y = 120 т, общее сопротивление летательных аппаратов равно: для экраноплана "Орленок" - 9 т, для НВА-120 - 5 т. Средняя аэродинамическая хорда для экраноплана "Орленок" равна 5,4 м, а для НВА-120 равна 12 м. Тогда абсолютная высота полета, исчисляемая по формуле h

•(САХ), будет рана: для экраноплана "Орленок" - 5,4•0,15 = 0,81 м, для НВА-120 составит - 12•0,06 = 0,72 м. Это означает, что практически на одинаковых высотах полета аэродинамическое качество K НВА-120 почти в два раза выше, чем у экраноплана "Орленка" (K=26 и K=14 соответственно).The lower screened bearing surface of the fuselage of the ground-air amphibian NVA-120 is a plane with a large chord, therefore, when the apparatus moves in air, it provides a 2-3-fold increase in the lifting force compared to the prototype, since the relative flight height

will be much less than 0.1 of the average aerodynamic chord of the wing. In FIG. 7 shows the dependence of aerodynamic quality K ekranoplanes NVA-120, "Eaglet" and others. On the relative flight height

h / MAR, where h is the absolute flight altitude, MAR is the average aerodynamic chord. For known ekranoplanes, the value of this aerodynamic quality K will be equal to: for the ekranoplan "Eaglet" K = 14, for the ekranoplan "Lun" K = 13.8, and for the NVA-120 proposed in the present invention, K = 26. At a cruising flight speed of 400 km / h, the lifting force for the Orlenok and NVA-120 is the same and equal to y = 120 tons, the total resistance of the aircraft is equal to: for the winged plane Orlyonok - 9 tons, for the NVA-120 - 5 tons. The average aerodynamic chord for the winged wing Eaglet "is equal to 5.4 m, and for the NVA-120 is 12 m. Then the absolute flight height, calculated by the formula h

• (SAX), there will be a wound: for the ekranoplan “Eaglet” - 5.4 • 0.15 = 0.81 m, for the NVA-120 it will be - 12 • 0.06 = 0.72 m. This means that practically At the same flight altitudes, the aerodynamic quality K NVA-120 is almost two times higher than that of the Orlanok ekranoplan (K = 26 and K = 14, respectively).

(фиг. 7) построены для разных скоростей полета. При увеличении скорости полета на естественных высотах экрана аэродинамическое качество повышается, что приводит к саморегулируемому выбору аппаратом высоты полета на большем расстоянии от экранирующей поверхности. Для преодоления неожиданных препятствий на маршруте подлет осуществляется изменением угла атаки и/или выпуском средств механизации (использованием элерон-закрылков).Experimental K curves

(Fig. 7) are built for different flight speeds. With an increase in flight speed at natural screen heights, the aerodynamic quality increases, which leads to a self-regulatory selection of the flight altitude by the apparatus at a greater distance from the screening surface. To overcome unexpected obstacles on the route, the approach is carried out by changing the angle of attack and / or the release of mechanization means (using aileron flaps).

 The transition to aviation standards in the design and construction of the proposed aircraft - ground-air amphibian makes it possible to lighten the hull design by more than 40% of take-off weight compared to the prototype - Wing "Orlyonok" and increase the payload by the indicated value.

 Another feature of the proposed technical solution is that the NVA-120 is designed for take-off and landing not only from the water surface, but also for take-off from any other surface, and also has the ability to hover above it at a height of 0.5-1 m for emergency - rescue and loading and unloading operations with the help of released ramps, ramps and other mechanisms, which fundamentally distinguishes the proposed device from the known ones.

In order to provide the possibility of vertical separation from any surface without overcoming the friction, rolling or hydrodynamic drag forces, the air cushion formation space is divided into separate chambers I, II and III so that air does not flow from the chamber to the chamber. Three such cameras were made at the NVA-120. This design solution creates a multi-chamber static air cushion. In addition to the mechanical enclosure of the air cushion, consisting of shields 15, aileron flaps 16 and skegs 13, an air curtain 14 is formed around the perimeter of each air cushion chamber, formed by blowing gas jets under the bearing surface. In addition, the large diameter fan blades give additional lift to a multi-chamber static air cushion. Thus, the total total lifting force of the NVA-120 in the hovering and maneuvering mode consists of the following components:
- static air cushion gives up to 40%;
- the reaction of the mass of air rejected by the fans gives 8%;
- the aerodynamic lifting force of all fan blades is 35%;
- suction of the boundary layer from the upper arch of the wing with the fan intakes is about 7%;
- blowing the upper wing arch provides up to 6%;
- the release of the front flaps provide more than 4%.

Based on the fact that the total lifting force of the device is 120 tons, we determine the absolute values of the components of the total lifting force of the device in hovering mode:
40% + 8% + 35% + 7% + 6% + 4% = 100%
48t + 9.6t + 43.2t + 8.4t + 6t + 48t = 120t
It is this complex of constituent forces that makes it possible to ensure the vertical take-off of the NVA-120 to a considerable height (from 0.5 to 2.0 m) without the use of traditional flexible air cushion barriers, which overcoming various obstacles. When the NVA-120 and the Orlyonok ekranoplan move at the same heights, the aerodynamic quality K of the NVA-120 is 26, and the Orlyonok ekranoplan is 14. The increase in K aerodynamic quality by 12 units can be used in two aspects: reduce power consumption and save fuel about twice or increase the payload by about 20% of the take-off weight, that is, by 24 tons. It creates the possibility of installing mounted modular sections to accommodate an additional mass of payload (for example, two mounted modular sections of 12 tons of payload each).

 The transfer of the NVA-120 aircraft to the field of aerodynamic quality with a value of K = 26 performed in the proposed solution is a significant increase in the transport efficiency of aircraft of this class, since the best performance for transport aircraft is K = 19-22.

 The power plant of the ground-air amphibian is formed on the basis of commercially available gas turbine units. The gas generator 4 generates a working fluid in the form of a high-temperature gas and, with the help of a system of thermostatically controlled gas pipelines 7 and gas distributors 6 (dampers), it is distributed in necessary quantities by the actuating mechanisms 19 (free turbines) of the supporting fans installed in the rings 12 and the propulsion engines 8. In contrast to well-known traditional air-cushion devices, where power is usually distributed through a rigid transmission according to the established scheme: 30% for an air cushion and 70% for traction, in dlagaemom unit can use all 100% of the capacity to create an air cushion, or 100% in the traction screw propulsion thrusters. For example, in the mode of lifting, hovering, maneuvering in the screen area, most of the power is supplied to create an air cushion, and in cruise flight all the power of the gas generator is triggered by marching engines (the main fans are off at that time).

 The gas-dynamic method of transmitting and regulating power through thermostated gas pipelines 7, providing a kinematic connection between the gas generators 4 and the actuators 19, allows you to smoothly redistribute the power as needed, eliminates the use of rigid mechanical transmissions, gearboxes, couplings, bearings and other nodes. All this simplifies the design of the power plant, reduces its cost, increases operational reliability, reduces its weight by about 4% of the take-off weight (4.8 tons), which in turn increases the transport efficiency of the proposed aircraft of the invention NVA-120, and also simplifies the method of controlling the flight of an aircraft. In addition, the layout of the power plant is made in such a way that the gas generators 4, the most vulnerable in other aircraft, are placed inside the fuselage body 1, and the air intake is brought into the “clean” free flow zone, and particles are separated by centripetal forces arising in the air intakes 3. whose density is greater than air (sand, water, snow, ice, biomass). This protects the flow part from clogging from the outside, which increases the resource and reliability of the power plant.

что увеличивает их несущие свойства еще на 50-80% по сравнению с винтами горизонтальной тяги. Другими словами, несущие вентиляторы 5 позволяют увеличить массу полезного груза на борту летательного аппарата в общей сложности до 50% от взлетной массы (т.е. до 60 тонн), увеличивая возможность установки навесных модульных секций. Все это также повышает транспортную эффективность НВА-120.The saber-shaped blades 20 of the main fans 5 are made with a variable cross-section, with an increased chord of the blade profile, which allows them to create additional lifting force comparable in efficiency with the blades of helicopter rotors (see Fig. 6). Their location in the rings 12 in the zone of increased pressure of the air cushion (ρ> 0.125) increases the lifting force by another 8%, and, in addition, the blades 20 work in the zone of influence of the screen

which increases their load-bearing properties by another 50-80% compared with horizontal thrust screws. In other words, the supporting fans 5 make it possible to increase the payload mass on board the aircraft to a total of 50% of the take-off weight (i.e., up to 60 tons), increasing the possibility of installing mounted modular sections. All this also increases the transport efficiency of the NVA-120.

According to the claimed method, the lower plane of the fuselage is used as a bearing surface in the composition of the wing 9. It has an installation angle of attack greater than zero, but less than the installation angle of attack of the wing in the root section. As one of the options proposed angle of 2-4 ^o . Therefore, when moving above the screen under the plane of the fuselage, an additional lifting force is created equal to 35% of the total lifting force. The area of the bearing surface of the wing 9 is limited by end washers 10 to which removable mounted modular sections are attached, which together with the longitudinal skegs reduces the inductive losses of the wing.

где
C_y - коэффициент подъемной силы;
ρ - плотность воздуха;
V - скорость полета;
S - площадь фюзеляжа.The lifting force Y _{f is} calculated by the formula:

Where
C _y — lift coefficient;
ρ is the air density;
V is the flight speed;
S is the area of the fuselage.

Aerodynamic tests of the fuselage model showed a lift coefficient C _y = 0.38. The bearing surface of the fuselage has dimensions: width 9 m and length 20 m, then the area S = 180 sq.m. At a flight speed of 400 km / h (111 m / s) and air density ρ = 0.125 kg • s ² / m ^{4, the} lifting force Y _f will be 52672 kg. If we take the maximum take-off weight of NVA-120 as 100%, then the lifting force Y _f is 35% of 120 tons, the remaining 65% of the lifting force falls on the wing and mounted modular sections. We assume that the payload is 60 tons and the fuselage accounts for 75% of the payload equal to 45 tons, and the lifting force of the fuselage is 52.7 tons. From which it is clear that the magnitude of the lifting force of the fuselage is greater than its payload.

,
где
ρ = 0,178 кг•с²/м⁴; V = 193 м/с; S = 2,5 м², тогда Y_л = 7956 кг. Для двух шестилопастных вентиляторов подъемная сила составит 95,5 тонн, что обеспечивает 63% максимального взлетного веса НВА-120, и только 37% оставшегося взлетного веса приходится на воздушную подушку (m=55,5 тонн). Определим удельное давление воздушной подушки. Общая площадь воздушной подушки S равна 350 м², тогда удельное давление q=m/S = 55500/350 = 158 кг/м².Bearing fans 5 are installed in the rings 12 at the junction of the fuselage 1 and the wing 9 so that they pump air into three chambers I, II, III isolated from each other in the zone of the air cushion and provide a stable air flow creating excessive pressure under the wing 9 and the fuselage 11. But, in addition, the supporting fans 5 also have their own lifting force. The bearing fan 5 represents an axial installation with 6 saber-shaped blades 20 of an increased profile chord. The diameter of the fan is 7 m, the diameter of the sleeve is 2 m. At revolutions at the end of the blade feather, the linear speed is 300 m / s and that of the sleeve is 86 m / s, then the average linear speed of the blade will be 386/2 = 193 m / s . Knowing the aerodynamic coefficient of lift by blowing in a wind tunnel C _y = 0.96 with an average angle of attack of 12 ^o , we determine the lift of one blade:

,
Where
ρ = 0.178 kg • s ² / m ⁴ ; V = 193 m / s; S = 2.5 m ² , then Y _l = 7956 kg. For two six-blade fans, the lifting force will be 95.5 tons, which provides 63% of the maximum take-off weight of the NVA-120, and only 37% of the remaining take-off weight falls on the air cushion (m = 55.5 tons). Determine the specific pressure of the air cushion. The total area of the air cushion S is 350 m ² , then the specific pressure q = m / S = 55500/350 = 158 kg / m ² .

Typically, hovercraft have a specific pressure of more than 800 kg / m ² (such as Squid, Jeyran, Aircraft). Therefore, the specific pressure required for the proposed design is so small that it can be held with a jet curtain.

 The operation of the NVA-120 devices to provide the claimed methods for increasing the aerodynamic and transport characteristics of an aircraft is as follows.

 In the parking, loading, unloading mode, all types of on-board systems are supplied with three types of electric power - direct current 27 V, alternating current 220 V / 50 Hz and alternating current 115 V / 400 Hz, which is obtained from the on-board parking turbine unit.

 After loading, the board is sealed and gas generators with an equivalent power of 2 • 5400 hp are launched. High-temperature gas (working medium) is supplied through gas distributors through a thermostatically controlled gas pipeline to the actuators of the bearing fans. Gas generators are put into operation with low gas up to 0.6 of rated power, fans spin up by 85% of the nominal number of revolutions. Then, air cushion fencing - aileron-flaps and wing and fuselage shields, are released, the air curtain is turned on, the device rises to a height of 0.4 m. Gas generators are transferred to the nominal operating mode - the main fans spin up to 100% of revolutions, the device rises to a height of 1.5 m

 In hover mode, balance is checked on a static air cushion. Then, with the gas distribution device, part of the working fluid is transferred to the actuators of the marching propulsion devices, the horizontal movement of the apparatus begins, blowing the elevators and rudders. Deploy the NVA in the desired direction of movement and at low speed taxi out to the starting section of the route.

 Increasing the supply of the working fluid to the actuators of the marching propulsors, they start to take off, while the gas is distributed in a ratio of 50% / 50% to the main fans and marching propulsors. At a speed of 180-200 km / h, the gas supply to the supporting fans is smoothly shut off, while the flaps and aileron flaps are removed to the zero position. At this time, the apparatus accelerates vigorously and all 100% of the working fluid is fed to the marching propulsion. Upon reaching a cruising speed of 250-400 km / h, the mode of operation of gas generators decreases to 0.6 from the nominal. In steady state, the NVA flies at a naturally selected altitude, depending on mass, speed and position in space (roll, pitch).

 When approaching the destination on the section of the braking route, the following operations are performed: aileron flaps are released, as a result of which the speed decreases to 200 km / h. The working fluid in the amount of 50% is supplied to the fans - the counter-exhaust of air by the fans from under the wing (aileron-flaps are released, and there are no flaps yet) slows the device to a speed of 100-80 km / h.

 Shields are issued and at the same time the operating mode of the gas generators is brought to the nominal one, with 100% of the working fluid being transferred to the main fans - the NVA stops in the hover mode with a height of 1.5 m. Then, transferring part of the working fluid to any marching propulsion, they taxi into the parking area. Smoothly bring the operation mode of the gas generators to a small gas, reset the air cushion by removing the shields. The NVA sits down smoothly, after which the gas generators are stopped, the onboard parking turbine unit is launched, cargo is unloaded and loaded, the modules are replaced.

Industrial application
Using the proposed methods and devices for their implementation allows you to get a highly efficient vehicle that can fundamentally change and improve the existing transport system. The table shows the comparative characteristics of the parameters of the inventive aircraft NVA-120 and the prototype - ekranoplan "Eaglet".

 The prime cost of a ton-kilometer of transported cargo is reduced at least twice as compared with known aircraft. The flight safety increases, penetration increases in hard-to-reach undeveloped regions, the average speed of cargo flows increases from 80 to 300 km / h. Ecological parameters are significantly improved: emissions of toxic gases per unit volume, sound loads, mechanical damage to soils, tundra, swamps are reduced.

 The need for the construction of road and railways, aerodrome sites, and the alienation of land and forests is reduced.

 Using the proposed methods and devices reduces the metal consumption, the complexity and energy consumption of the production of aircraft type NVA-120.

 The NVA-120 ground-to-air amphibian is designed as a multi-purpose aircraft in addition to existing vehicles. It refers to an independent mode of transport that can compete in the main economic indicators with the well-known aircraft A-319, TU-134, AN-8, L-100-30, Boeing-757, with hydrofoils and hovercraft.

 The proposed aircraft fills its own transport niche, has a great development prospect for organizing new cargo flows in areas with complicated meteorological and operational conditions, and in regions with underdeveloped transport infrastructure.

Claims (9)

 1. A way to comprehensively improve the aerodynamic and transport characteristics of an aircraft - ground-air amphibian, which consists in the fact that they create a lifting force with the help of the increased pressure zone between the wing of the device and the screening surface, they report translational motion with the help of marching propulsors, control pitch, course and roll, characterized in that the apparatus provides additional lifting force by suctioning the flow from the upper surface of the wing, creating a static multi-chamber air the airfoil under the fuselage and wing, the fan blades are saber-shaped with a variable cross section and an increased chord of the profile, enhance the effect of the bearing fan blades by supplying additional actuators to their actuators from gas generators due to marching engines, while transmitting and distributing power from gas generators to march actuators propulsors and bearing fans are carried out in a gas-dynamic way.  2. The method of controlling the flight of an aircraft - ground-air amphibian - by changing the lifting force and traction forces of the propulsion devices, characterized in that first all the power of the power plant is directed to create an air cushion, after take-off, the power is gradually redistributed from the main fans to the marching engines to the message to the apparatus of translational movement in the direction of the longitudinal axis of the fuselage, while the transmitted power is changed in proportion to the increase in the lifting force of the wing according to e increase the speed of movement, and when entering the cruising flight mode, all 100% of the power generated by the gas generators is directed to horizontal movement, while the main fans are turned off, during braking mode, they first reduce the thrust of the propulsion engines, release the flaps and aileron flaps, and then part of the power smoothly redistribute from marching propulsors to bearing fans, while the amount of transmitted power is changed in proportion to the decrease in the wing lift as the speed decreases, force p the operation of gas generators to simultaneously ensure the reverse mode of the marching propulsion engines and enhancing the operation of the bearing fans, bring the braking mode to zero speed, then perform the maneuvering mode by transferring part of the power to one or both of the marching engines, smoothly transfer the operation mode of the bearing fans from maximum to zero when the device is touched with the surface. 3. Aircraft - ground-air amphibian - containing a fuselage with passenger and cargo compartments, a wing with washers at the ends, a power plant for creating thrust and forming a starting and landing air bag, a motion control and stabilization system, characterized in that the fuselage is formed with a mounting angle of incidence greater than 0 ^o, but less than the angle of attack of the wing carrier gas generators are connected with the actuators propulsion propellers and fans by means of pipelines, the fan blades vypol enes scimitar-shaped with a variable section and an enlarged profile chord, fans installed at the juncture of the fuselage and wings in rings provided with access to the upper surface of the wing, the air cushion chamber positioned on the principle of the three-point landing gear wheel and provided with spray guard.  4. Aircraft according to claim 3, characterized in that removable mounted passenger or cargo modular sections are attached to the washers at the ends of the supporting wing.  5. The aircraft according to claim 4, characterized in that the hinged modular sections are attached to the wing washers by means of hydraulic locks and centering installation pins.  6. The aircraft according to claim 4, characterized in that on the lower planes of the fuselage and the modular sections are made longitudinal skeg fence.  7. Aircraft according to claim 4, characterized in that the gas generators are located inside its fuselage and are protected from external influences.  8. The aircraft according to claim 3, characterized in that the gas pipelines are made thermostated.  9. The aircraft according to claim 3, characterized in that the inkjet enclosure of the airbag chambers is made adjustable in relation to the position to the vertical plane.

Images