RU2722609C1 - Stealthy rocket and aircraft complex - Google Patents

Abstract

FIELD: aviation.

SUBSTANCE: invention relates to military modular hardware. Stealthy missile-aviation system (SMAS) with an unmanned aerial vehicle having a fuselage, a launching device with a guided missile, a wing with its control elements, engine of power plant, onboard control system providing for telemechanical control from command post of aircraft-carrying ship (ACS). SMAS is equipped with a group of optional and remotely piloted aircraft-helicopters, which are a flying closed wing of a rhomboid-shaped plan with two over-wing nacelles, having combined gas turbine engines with free power turbines, leading two pusher twin-bladed rotors (TBR) in fairings of all-turning inter-gondagonal wing and/or in annular fairings external fans, creating at vertical take-off and/or horizontal flight propulsive thrust directed horizontally backwards with working transverse TBR/inclined autorotating or folded blades from vane position along and outside the cowlings of the TBR with their horizontal fixation in the course of translational flight in the configuration of the rotorcraft/gyroplane or the jet aircraft transformed after landing on the ship deck into the traveling configuration with the wing ends folded upwards for transportation in the hangar, fueling and loading with ammunition.

EFFECT: higher weight output and combat load, higher speed and range of flight, higher probability of destruction of surface, underwater and air targets.

5 cl, 1 tbl, 1 dwg

Description

The invention relates to inconspicuous missile and aviation complexes with optionally and remotely piloted helicopter airplanes, which are a flying closed diamond-shaped wing with two wing-mounted engine nacelles having combined gas turbine engines with free power turbines leading two pushing two-bladed main rotors (LH) fairing of a one-turn inter-gondola wing and / or in annular fairings, external fans, creating vertical take-off and / or horizontal flight, propulsion-reactive thrust with working transverse DNV / oblique autorotating or folded by their blades from the vane position along and outside of the horizontal directional vent of their DN fixation during horizontal translational flight in the configuration of a rotorcraft / winged gyroplane or aircraft, which is transformed after landing on the deck of the ship into a traveling configuration with the wing end parts folded up for transportation to are, refueling and loading its ammunition.

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 supersonic aircraft vertical take-off and landing (VTOL) company Sikorsky model ANX-80 [see https://www.sikorskyarchives.com/X-WING.php], having a rotor wing, made in the form of a four-blade rotor driven by turbojet engines (turbojet engines) of a power plant (SU), contains side and rear jet nozzles creating anti-torque and marching traction, two-fin plumage and three-leg retractable retractable wheel chassis.

Signs that coincide - the presence of HB with a diameter of 15.54 m, in the control system of two turbofan engines TF-34-400B with a thrust of 3614 kgf each, which produce a power of 4650 × 2 hp and a jet thrust of 750 × 2 kgf, directed sideways by a jet nozzle that extinguishes the torque when creating a lifting rod HB. The peculiarity of the VTOL type “Leopard” ANX-80 is to perform vertical and short take-off / landing (GDP and KVP) and transform its flight configuration by changing the working conditions of the low-altitude aircraft: when switching to airplane flight mode, the low-speed aircraft, which had the fixation nodes for the high-speed shaft and its blades, stopped wings turning into a supporting X-shaped wing.

Reasons that impede the task: the first is that the use of a stopable HB having an automatic swash plate of its blades with control of the general and cyclic changes in its pitch, but also a structurally complex column of its shaft and rotor-wing with reactive slots and their ducts, turning retreating the blades with its rear and front edges in direct flight after fixing, respectively, in the front and rear edges of the wing blades, which complicates the design and reduces reliability. The second one is that in VTOL single-rotor supporting aircraft, there are unproductive costs of up to 20% of the control system’s power to take compressed air from the turbojet engines to the lateral jet nozzle, which creates anti-torque, which determines the length of the tail boom and tail duct units, but also the danger created by the steering jet nozzle for ground personnel. The third one is that the weight of the side jet nozzle together with the tail boom and tail duct units is up to 15 ... 20% of the weight of the empty VTOL aircraft and tends to increase with increasing take-off weight. In addition, the design of the X-wing, creating high variable aerodynamic loads during the transition from rotational to stationary, does not provide longitudinal stability without the main wing and limits the ability to provide VTOL flight for more than two hours, but also to increase the target load with thrust ratio K _t = 0, 65 of his SU.

Closest to the proposed invention is the British Deck Aviation Complex (PAK) "Icara" with an unmanned aerial vehicle (UAV) [http.//rbase.new-factoria.ru/missile/wobb/ikara/ikara.shtml], having a fuselage, a launcher (launcher) with a guided missile, a wing with its controls, a power plant engine (SU), an onboard control system (BSU) that provides telemechanical control from the command post of the aircraft carrier.

Signs that coincide - UAV dimensions without naval 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 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 dorsal arrangement 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 above known PAK with UAV "Icara" (UK) increase the target load (CN) and weight return, increase speed and range, increase the likelihood of hitting an underwater or surface target located at long range, but also its potential attacks after a long flight in hover mode, return to the helipad of the aircraft carrier for reuse.

Distinctive features of the present invention from the above-mentioned known PAK with UAV "Icara" closest to it are the fact that the stealth missile and aircraft complex (MPAC) has a group of ship-based vertical take-off and landing (GDP) devices, including at least one optional manned helicopter aircraft (HSS) with more than one remotely piloted helicopter aircraft (HPS) used from more than one ANC helipad, with each HPS and DPSV being made without vertical tailing according to the hybrid scheme, a flying closed wing (LZK) diamond-shaped in terms of shape, which includes wings of forward and reverse sweep (KPS and KOS) along their leading edges and is equipped with wing wing nacelles (NMG) integrated with wing wing gondolas equipped with air intakes with an adjustable conical central body of their combined gas turbine engines (KGTD) having round nozzles with all-angle control of the vector t yagi (VUVT), made in the form of dual-circuit engines having an external and internal contours, respectively, an annular fairing with an external single-row fan (BOB) and at least one free power turbine (CCT), transmitting the take-off power of the SU in a twin-screw transverse-bearing circuit (DPS) on two-bladed main rotors (DNV) and / or each WWII having blades with a large twist, operating according to the pulling pattern, creates a horizontal synchronous thrust with autorotating DNV during horizontal flight as an autogyro in a propulsive-reactive system (ORS), but and contains transverse DNVs with a variable thrust vector installed with equal distance from the axis of symmetry and their overlap equal to α = 1.33 ... 1.4 in the fairings of a one-piece inter-nacelle wing (MGK), which increases its stiffness (L _mgk ) LZK located between the NMG along their axes mounted parallel to the axis of symmetry and on the nacelles of the LZK, taken from the trailing edge of its CBS installed above the KPS, between and at the ends of the ondol of the LZK having equal diameters (D _DNV ), determined from the ratio: D _DNV = (0.61 ... 0.62) × L _mgk , m, creating pulling over or pushing the DNV under the LZK and between its consoles in DPS-X2 with the vertical position of their fairings corresponds to the thrust in the GDP and hovering regimes, and in the intermediate or horizontal position of the fairings with DNV - the lift-march or march thrust, respectively, in transition modes or for translational flight as a turboprop, but also performed after performing short or vertical take-off at maximum or normal take-off weight in the configuration of a turboprop aircraft, respectively, with a horizontal or helicopter with a vertical position of the DNV fairings, respectively, as with the possibility of its conversion into a flight configuration of a turboprop rotorcraft for a barge flight or a jet aircraft, respectively, with a propeller or jet propulsion device when the fairings are inclined to the vertical or horizontal position DNV creating hoisting-and-marching thrust without PRS-R2 or without DNV using PRS-R2 with parallel blades of DNV stopped after the flight mode so that their opposing blades are installed in the vane position when they are placed at the opposite angle of ± 45 ° to the plane of symmetry , simultaneously fold back or forward along the flight and are horizontally fixed when viewed from the front in the respective quadrants of the cowls pulling or pushing the DNV and along the corresponding body cowls, but also vice versa.

In addition, in the aforementioned OPSV and DPSV, the outer sections of their KPS, made from the outer sides of their NMG, are both folding upward and equipped with upwardly developed triangular ends, having a pair of front and two infrared (IR) emitters with IR in the KPS bends -receivers, and the area of their CCP is 85 ... 88.0% of the total area of CCP and MPS, and in the transmission system each of their CGDs in the aforementioned NMG, in which a T-shaped is mounted coaxially with the last two between the Second World War and CCT when viewed from above an intermediate gearbox having longitudinal input shafts from one or two CCTs and output shafts, the first longitudinal along its axis of which transmits torque through the clutch to the BOB, and the second transverse synchronizing shaft, laid in the consoles with reverse or forward sweep, transmits through a clutch of equal power to two T-shaped in terms of cantilever gears respectively mentioned pulling or pushing left and right DNV, in when viewed from above in opposite directions, for example, counterclockwise and clockwise, and for performing take-off and landing flight regimes referred to as the nose of the fuselage and the gondola of the LZK are equipped with an auxiliary front and two rear racks of the three-wheeled chassis, which retracts into the appropriate compartments with automatic their sawtooth flaps, as well as the inter-nacelle sections of the KOS and KPS or the latter with the outer sections of the KPS on one or both sides of the unilateral NMG and inside their rear edges, are provided with wing cavities of equal length, having a total length of 1/5 ... 1 / 4 from the magnitude of the LZK, the airflow circulation control system that provides both the deviation of its thrust vector by means of jet nozzles and the direction of the supersonic air flows from the unilateral QGTD compressor, which are blown out of the corresponding air ducts with their valves to each wing cavity or from her underwing wing nozzle when its lower automatic shutter is open, which forms the lower surface of the flap when it is closed, creating a balanced lifting force in the GDP and freezing modes, or from the cavity through reactive upper slotted nozzles placed above the rounded trailing edge of the flap with a streamlined shape of the supporting profile, increasing using the Coanda effect and playing the role of jet flaps, the LZK lifting force in KVP modes, eliminating mechanical deviation and their movable gaps, reducing the effective dispersion area, and in their flight jet configuration, the change in the balance of pitch, course and roll is created by the in-phase and differential simultaneous deviations in two KGTD of their jet nozzles with the above-mentioned VHWTs of both vertically up and down, both horizontally left-right and vertically one up and the other down, and in the regimes of GDP and hovering in DPS-X2, both of their DNVs are made with rigid fastening of the blades and without an automatic swash plate , the change in this balance ki on the course, but also roll or pitch, is provided by a differential change, respectively, of both the transverse DNV torques and the lift thrust on opposite pairs of left / right or front / rear wing nozzles of the corresponding sections of the air defense gearbox, moreover, under the regime of GDP and freezing specific load on the power of their control system, component ρ _N = 1.875 kg / h.p., each mentioned CCT is made with elements of digital program control, combining a control system for the formation of safe flight (UFBP) with specific vertical thrust weight ratio in DPS-X2, component ρ _BT = 1.23, includes the operating modes of the FTA both take-off and emergency mode (BP and PD) when selecting its required power to drive the mentioned DNVs, respectively, from four working FTAs, as well as from three of the working FTAs with automatic equalization and equal redistribution the remaining power between two DNVs in the event of a failure of the corresponding FTA in the KGTD, for example, even in the latter case after automatic Atical activation of the PD, the work of the remaining FTAs, which, with specific vertical thrust-weight ratio in DPS-X2 of ρ _BT = 1.18 or ρ _BT = 1.1, will provide two emergency vertical landing modes for 2.5 minutes or 30 minutes, respectively , and in each of their CCTs, 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, 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 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 them safely ; 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, which has a profiled aft with a V-shaped rear edge, and the 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 direct controlled safe reduction to the selected relative position through the flight control inputs, and along the axis of symmetry at the end of the CBS and behind it there is a wing fairing having lower compartments with open sawtooth wings both with a pull-out magnetometer rod and a lower winch on a cable under water of the hydroacoustic station antenna, which are used for hovering and hovering, while the DPSV and OPSV fuselage, made without and with the cockpit, respectively, equipped with video cameras with autonomous manipulators connected to the OPSV controls, which has lower internal armament compartments with automatic shutters and their sawtooth transverse and longitudinal sides and the aforementioned launchers with aviation anti-submarine or anti-ship missiles (APR or ASM) and air-to-air missiles mounted on them, respectively providing for a fight with a submarine (submarine) or surface ship (NK) and an air target, and their set The armament EXEX has an aviation cannon or a large-caliber multi-barrel machine gun mounted in the fairing of the nose of the fuselage and striking subsonic shock UAVs and cruise missiles, and their glider is made of aluminum-lithium alloys and composite materials using subtle technology with a radio-absorbing coating, and their fuselage has a bevel its lateral sides along its entire length, decreasing the effective dispersion area, form a diamond-shaped cross section when viewed from the front, most of which is located above or below the middle line of the VZK; moreover, when anti-submarine defense of the SPSV and DPSV using the flight configuration of the winged gyroplane is used, the omitted hydroacoustic OPSV system and in the process of pointing one or two APR volleys at the target, the value of the input adaptive lead angle is automatically determined, which is adjusted when approaching the target, while the lead angle is entered in two planes due to the rotation of the axis of the diagram we direct the acoustic head in an electronic way, which ensures that one or two APR salvos penetrates mainly into the solid submarine target body, and with anti-ship defense of the SPSV and DPSV, which in the flight configuration of a jet aircraft carry the corresponding Rocket X-35U or X-38M in order to create a buffer safe air zone between the main SPSV and air defense of an NK-target, which increases the radius of the RCC X-38M / X-35U from 40/130 to 400 km, while target designation is provided from the main SPSV radar of type H036 [see https://www.nasha-strana.info/archives/25587], and the DPSV control is co-operated by the second PPSV pilot using a low-altitude flight profile and the DPSV self-defense system — an active electronic jamming station, the aforementioned SPSV BSU made with an electrical control system, responsive to at least one of the systems of autonomous flight control, remote operator control, pilot control and / or combinations thereof, it is equipped with the option of its optional control by pilots from a two-seat cockpit, but also of its use as part of the air group with the aforementioned more than two DPSV , more than one of which, being a slave, automatically repeats it with the autopilot system in a follow-up flight, the maneuvers of the head OPSV, and the other is controlled by the second pilot-operator from the head OPSV, and then vice versa, and in the absence of the intervention of the pilot-operator, the autopilot system performs flight control slave DPSV in accordance with the commands of the current state, rep In order to eliminate unforeseen safety problems during the follow-up flight, the pilot operator takes direct control of the follow-up DPSW, canceling the current state commands issued by the autopilot during the autonomous operation of the follow-up flight moreover, the control system for the formation of a relative position in a follow-up flight, containing one or more sensors located on the DPSV slave, is 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, comprising 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 DPSV slave relative to the DPSV, which ensures their relative safe position in the joint flight through the inputs of his flight control computer, and each sensor computer of the previous and subsequent of the DPSV slaves, configured to receive acoustic signals, has a memory containing: data representing at least one flight path of the head DPSV and the previous DPSV; data representing at least one profile of their joint flight; software instructions executed by the processor for calculating their group flight in order to execute at least the current flight route and at least its flight profile and store the current flight in memory; software instructions executed by the processor for the flight of each DPSV in accordance with the current flight profile; multimodal logic performed by the processor to calculate the ability to dynamically adapt to changing conditions or parameters, including the ability to coordinate the air group, distributed tactical control, distributed over the goals of the air group and / or completely, increasing the efficiency of the attack of the air group, are integrated into an autonomous strategic swarm.

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 their flight control computer is made both with an additional computer for summing the sensor data and a data receiving-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 determines the relative position, which triangulation includes determining 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 deliver multiple video streams, provide both data collection from each video sensor and image conversion 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 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 flight control, 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 head OPSV it 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.

In addition, for a fast speeding flight of the aforementioned PSV and DPSV, each of their DNVs in a synchronously balanced carrier and autorotating system includes an automatic gearbox in the said console gearbox, which has the mentioned output shafts for driving the DNV, each of which creates two streams: the first one take-off with the issuance of the corresponding power from the mentioned KGTD and the creation of lifting thrust from the DNV, the second is cruising in the configuration of an autogyro with the reception of power from the autorotation of each DNV to its corresponding stage, disconnecting both DNV from the drive of the mentioned KGTD, leading a reversible electric motor-generator (OEMG), charging the batteries, and controlling the synchronous decrease in both the speed of the DNV rotation, for example, up to 150 min ^-1 or 100 min ^-1 , and the angle of attack of the blades of the autorotating DNV, providing a 1 / 5-1 / 4-fold increase in the required lifting force of the said LZK, but also by the plane of rotation of the blades of the DNV, which is almost aligned with the corresponding air sweat eye at speeds for low- or high-speed flight, leading to a decrease in rotational resistance of DNV by 12% of the total profile resistance of the DNV blades during their self-rotation and the possibility for cruise flight modes of calculating the LZK with its reduced geometry of 4 / 5-3 / 4 from the dimensions of the wing of a similar aircraft, and the OEMH, powered by batteries, ensures that the above-mentioned QGTDs are launched from the parking configuration to the flight configuration after the DNV fairings / fairings are vertically positioned with their blades folded and the said DNV blades are folded out to fulfill GDP, but also external sections LZK after climb. In addition, for the horizontal flight of the mentioned SPSV and DPSV, reaching marching thrust-weight ratio of the first level - 0.26 or the second - 0.343, their SU power is used 36% or 54% of the operating KGTD, respectively, in the configuration of the aforementioned jet gyroplanes or aircraft, while in their the configuration of the jet aircraft with the said SCC system, having a thrust-weight ratio of 0.343 of their SU at an altitude of 11 km, a flight speed of Mach 0.828 is achieved, and in their configuration of the jet airplane with an angle, for example, χ = + 45 ° of the sweep of their APC in the system of the КЗК, having a thrust-weight ratio of the third 0.406 and fourth level of 0.51 at an altitude of 11 km, using 72% and 100% of the SU power respectively, the speed M = 0.88 and M = 0.93 of their transonic flight is achieved, with each of their QGTD The above-mentioned NMG is equipped with an afterburner in front of the VHWT mechanism of its jet nozzle, which is used in airplane take-off and horizontal supersonic flight modes with the front ones behind the said WWII and the front openings in front of the afterburner with open NMG flaps for additional air supply into it, which will allow overloading 15% of their weight at an altitude of 11 km to increase the traction rate of its combined SU from 0.51 to 0.69 and speed from M = 0.86 to M = 1.02, respectively, from trans to supersonic flight.

Due to the presence of these features, which will make it possible to master the deck-based MPAC, which has a group of ship-based vertical take-off and landing (GDP) devices, including at least one optionally manned helicopter aircraft (OPSV) with more than one remotely piloted helicopter aircraft (DPSV), used from more than one ANC helipad, with each PSV and DPSV made without vertical tail in a hybrid scheme, a flying closed wing (LZK) of diamond shape in shape, including wings of forward and reverse sweep (KPS and KOS) along their front edges and equipped with wing nacelles (NMGs) integrated with wing-mounted wing-mounted nacelles LZK, equipped with air intakes with an adjustable conical central body of their combined gas turbine engines (KGTD), having round nozzles with multi-directional control of the thrust vector (VUVT), made in the form of double-circuit engines having external and internal respectively annular streamline spruce with a single-row external fan (BOB) and at least one free power turbine (CST) transmitting the take-off power of the SU in a twin-screw transverse-bearing circuit (DPS) to two-bladed main rotors (DNV) and / or each BOB having blades with a large twist, it works according to the pulling scheme, and when flying horizontally like a gyroplane in a propulsive-reactive system (PRS), it creates a synchronous reactive thrust directed horizontally backward with autorotating DNVs, but it also contains transverse DNVs with a variable thrust vector installed with equal distance from axis of symmetry and their overlap equal to a = 1.33 ... 1.4 in the fairings of a one-turn intergondola wing (MPS), which increases with its span (L _mgk ) the stiffness of the LZK located between the NMH along their axes mounted parallel to the axis of symmetry and on the gondolas of the air defense system made from the trailing edge of its CBS installed above the KPS, between and at the ends of the gondolas of the _{air defense system} having equal diameters (D _DNV ), determined from the relation: D _DNV = (0.61 ... 0.62) × L _mgk , m, which creates pulling over or pushing DNV under the LZK and between its consoles in DPS-X2 with the vertical position of their fairings, the corresponding draft in the regimes of GDP and hovering, and with an intermediate or horizontal position of fairings with DNV lifting-marching or marching thrust, respectively, in transient conditions or for translational flight as a turboprop aircraft, but also performed after performing short or vertical take-off at maximum or normal take-off weight in the configuration of the turboprop aircraft respectively for horizontal or helicopter with vertical position of the DNV fairings, respectively, as with the possibility of converting it into a flight configuration of a turboprop rotorcraft for boarding flight or a jet aircraft with a propeller or jet propulsion engine, when the DNV fairings are inclined to the vertical or horizontal position, creating lift-and-thrust thrust without PRS-R2 or without DNV using PRS-R2 with after the accelerated flight mode of the parallel blades of the DNV so that their opposing blades, when installed in a vane position when placed at the opposite angle of ± 45 ° to the plane of symmetry, are simultaneously folded back or forward along the flight and are horizontally fixed when viewed from the front in the respective quadrants of the cowls or pushing the DNV and along the corresponding body of the fairings, but also vice versa. All this will make it possible to simplify the controllability and ensure its stability in reactive OPSV and DPSV with the LZK and MGK system in the presence of HLWT round jet nozzles of their KGTD. In the configuration of a jet winged gyroplane and aircraft with symmetrically balanced, respectively, autorotating and supporting systems, the first of them is equipped with a multi-speed automatic transmission that controls the reduction of the rotation speed of two DNVs to 150 min ^-1 and 100 min ^-1 and the angle of attack of the DNV blades, but also the plane of their rotation, which are almost aligned with the corresponding air flow at speeds for low and high-speed flights. Which leads to a decrease in rotational resistance of two DNV by 12%. In the event of failure of one of the FTAs in the mode of hovering of the SPSV and DPSV, their QGTDs are made with automatic equalization and equal redistribution of the remaining power of the SST between two DNVs, which simplifies controllability and increases safety. The LZK with MGK system will make it possible to reach the deck-mounted OPSV and DPSV in the flight configuration of a jet winged gyroplane / aircraft with a flight speed of 550/880 km / h, and in afterburned flight modes in the configuration of a supersonic jet aircraft, a flight speed of at least 11 km can be achieved up to 1084 km / h

The present invention MPAK with OPSV and DPSV, which have in the preferred embodiment, DPS-X2 and on gondolas LZK two NMG with KGTD, leading DNV and / or DOM in PRS-R2, KGtD equipped with WUWT reactive round nozzles, is illustrated in FIG. 1 and general views of the front, top and side, respectively a), b) and c):

a) in the flight configuration of a transonic jet aircraft with MGK and its fairings with transverse DNVs with their blades folded along their horizontally installed fairings, the dotted line shows the DNV during GDP;

b) in the flight configuration of the helicopter with the DNV pushing, working in conjunction with jet flaps on the LZK and the sweep angle χ = + 45 ° of its KPS;

c) in the flight configuration of a turboprop rotorcraft with KGTD, leading pushing DNV 13-14, deviated from the vertical at an angle of 25 ° ... 45 °, creating a lift-and-thrust thrust during its barrage flight with fairing 24 KOS 3.

The deck MRAK is shown in FIG. 1 with one OPSV, made according to the hybrid scheme and concept of DPS-X2 with PRS-R2, has a glider made of aluminum alloys and composite carbon fiber reinforced plastic, the fuselage 1 is integrated with KPS 2 and KOS 3 in the LZK, including their front 4 and rear 5 jet flaps having in their cavities there is an air duct with a valve 6, switching the flow of air directed from the KGTD compressor to the underwing 7 _P or slotted 7 _Щ reactive nozzles in the supersonic air flow circulation system. Spaced NMG 8, integrated with the inter-wing nacelles 9 LZK 2-3, have front air intakes of their KGTD with a conical body 10 at their inlet and between them an integral-rotary MGK 11 with left and right fairings 12 and their 13-14 DNVs, respectively (see. Fig. 1b). At the bottom of the fuselage 1 and the inter-wing nacelles 9 there is a tricycle retractable landing gear with a front 15 and rear 16 main wheels. The transverse left 13 and right 14 DNVs have the opposite rotation counterclockwise and clockwise to compensate for the reactive torque in the GDP and hovering modes, respectively, without swash plates, rigidly fastening their blades, creating a lifting thrust together with the thrust of the 7p nozzles for jet flaps 4-5.

In a combined control system, each KGTD has external and internal circuits, respectively, with the BOB and CCT, it is designed for power take-off with a front shaft output transmitting to the T-shaped intermediate gearbox with output shafts, the longitudinal one of which transmits torque through the clutch to the BOB, and the transverse synchronizing shaft, laid in the MGK consoles, transmits torque through the clutch to two cantilever T-shaped planes of the transverse DNV 13-14 gearbox. Each KGTD with FTA in NMG 8 has a round jet nozzle 17 with VUVT and front 18 and rear 19 controlled flaps, operating in afterburner modes for additional air supply to each NMG 8. In the MPC system, its MGK 11 increases the rigidity of MPC 2-3, external sections of the KPS 2 of which are made folding upwards over the NMG 8 and are provided with upwardly developed triangular ends 20, having in the bends of the KPS 2 a pair of front 21 and a pair of rear 22 IR emitters with IR receivers. BSU OPSV is equipped with the option of its optional control by pilots from the bow 23 mounted in the corresponding part of the streamlined fuselage 1.

OPSV control is provided by the general and differential variation of the DNV 13-14 pitch and the deviation in the QGTD of the left and right round jet nozzle 17 with HHWT. 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 13-14 with LZK 2-3 and MGK 11 or LZK 2-3 with MGK 11 respectively (see Fig. 1a), marching jet thrust by the system PRS-R2 through nozzles 17 with VUVT in KGTD, in the transition mode - LZK 2-3 with MGK 11 and DNV 13-14. When creating a draft-inclined thrust DNV 13-14 (see Fig. 1c), KVP modes are provided, in which a 4-5 supersonic air flow is blown out of slotted nozzles 7 _Щ in the wing cavities of the flap 4-5 (see section A-A ), forming the effect Coanda, increase the lifting force of LZK 2-3. In terms of GDP and freezing, each DNV 13-14 is made with rigid fastening of their blades and without an automatic swash plate; it provides a change in the balancing according to the course and roll or pitch, which is created respectively by the differential change in traction of both transverse DNV 13-14 and opposite pairs left / right or front / rear underwing 7 _P nozzles flap 4-5 sections LZK 2-3 (see Fig. 1B). 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 the rotational speed of the transverse DNV 13-14 is carried out. As acceleration with increasing lift of LZK 2-3 with MGK 11 accelerates, the lift of two DNV 13-14 in DPNS-X2 decreases.

When reaching flight speeds of 450 ... 500 km / h and to switch to airplane flight mode, the cowls 12 are installed horizontally with stopping in the vane position of the opposing blades DNV 13-14, which are placed at an opposite angle of ± 45 ° to the plane of symmetry, then simultaneously fold forward flight and are fixed when viewed from the front in the respective quadrants of the fairings 12 and along their hulls (see Fig. 1A). When jet thrust is created by nozzles 17, a horizontal PSV flight is performed in its jet airplane flight configuration, in which a change in the balance in pitch, heading and roll is created by the in-phase and differential simultaneous deviation of the 17 KGTD jet nozzles with VWHT both vertically up and down, both horizontally to the left to the right and vertically one up and the other down.

Thus, a reactive APSV with LZK, KGtD in NMG, which has transverse DNVs or horizontal WWII thrusts to create vertical thrust, respectively, with working DNVs or their blades folded, is a tiltrotor with DPS-X2 and PRS-R2, changing the flight configuration only due to a change thrust vector DNV. The LZK system increases aerodynamic and structural advantages when converted to a jet aircraft with folded blades of DNV along their fairings. The rhomboid-shaped LZK system in terms of shape will reduce the weight of a glider made using low-observable technology with radar absorbing materials, increase take-off weight by 17%, save 20% in fuel or flight range by 29% while maintaining take-off weight and performing a galloping flight in a gyroplane configuration at a speed 550 km / h, but also providing an approach speed of 72-80 km / h with an angle of attack of α = 15.9 °.

In addition, the principle of increasing the LZK lifting force, especially the diamond-shaped one in terms of form in the SPSL and DPSV during take-off and landing or maneuvering in helicopter and aircraft flight modes, is ensured by three methods, respectively, without using deflection of the mechanical flaps or operation of the swashplate on transverse DNVs and deviations mechanical ailerons with elevons. Instead, supersonic air flows are sampled from each QGTD and routed through the slotted jet nozzles of the flap flap and round nozzles QGTD with WUWT for flight control. These new control methods eliminate the traditional need for complex mechanical moving parts used to move flaps, ailerons, and elevons and control SPSV and DPSV during flight, but they also allow maneuvering by means of differential changes in traction on opposing pairs of wing-flare nozzles.

The aviation group as part of the MPAC, which includes the same type of SPSV and DPSV (see Table 1), used from the helipad of the ANC, carrying 3/6 APR-3ME or AS-X type X-38 RPMs in their weapon compartments. The head SPSV, which is fully digitized using the latest technologies, including the joint use of an unmanned aerial vehicle group, the so-called manned and unmanned teaming (MUM-T), which allows the operators of the head SPSV to control the flight path of a group of guided DPSVs and their combat loads, providing anti-submarine or anti-ship and / or air defense. The fourth level of the MUM-T allows the operators of the main SPSV not only to receive real sensory images from the air group of the slave DPSV-1.85 and to manage weapon loads, but also their navigation and global positioning while tracking their joint flight behind the head SPSV-3.7.

Undoubtedly, the widespread use in a combined control system of two KGTD with WWII, in the design of which, using turbines from turbojet engines such as NK-12M, D-30KP, will reduce the development time for a number of transonic OPSV and DPSV (see Table 1) for block-modular MPRA based on the ANC, increasing their combat stability and security, creating a buffer airspace between the air defense of the NK-target and the ANC, and OPSV.

The transport and landing helicopter (TDSV), developed for off-aerodrome basing on the DPS-X2 concept, has two transverse DNVs with a diameter of D _DNV = 9.16 m (which is 1.53 times less than the V-22 Osprey tiltrotor), TsN = 6.0 tons, specific load on power ρ _N = 1.875 kg / hp, four helicopter TVAD mod. TV7-17 V, providing in an airplane configuration at an altitude of 11 km, a speed of 850 km / h and a flight range of 2958/5623 km when fulfilling GDP / KVP with a corresponding take-off weight of 21.0 / 24.15 tons and fuel efficiency of 261.5 / 258 , 02 g / t⋅km. In addition, when taking off with a folded wing of 20.14 m, the TDSV-6.0 jet has a take-off area of 405.62 m ² , which is 11.6% less than the V-22 Osprey tiltrotor with its TsN = 5.455 tons which, after vertical take-off, provides the criterion: (CN × flight range) 12115 t⋅km, which is 1.465 times less than that of TDSV-6.0.

Claims (5)

1. An inconspicuous missile and aviation complex with an unmanned aerial vehicle (UAV) having a fuselage, a launcher (PU) with a guided missile (UR), a wing with its controls, a power plant engine (SU), an onboard control system (BSU), providing telemechanical control from the command post (CP) of an aircraft carrier ship (ANC), characterized in that it has a group of shipborne vertical take-off and landing apparatus (GDP), including at least one optionally manned helicopter aircraft (OPSV) with more than one remotely piloted helicopter aircraft (DPSV) used from more than one ANC helipad, and each SPSV and DPSV made without vertical plumage according to the hybrid scheme, the flying closed wing (LZK) is diamond-shaped in shape, including the wings of forward and reverse sweep (KPS and CBS) along their leading edges and equipped with wing-mounted engine nacelles (NMGs) integrated with wing-wing gondolas of the air defense system, equipped with air inlets with an adjustable conical central body of their combined gas turbine engines (KGTD), having round nozzles with all-round thrust vector control (VVVT), made in the form of double-circuit engines having external and internal circuits, respectively, an annular cowl with an external single-row fan (BOW) and at least one free power turbine (CCT), transmitting the take-off power of the SU in a twin-screw transverse-bearing circuit (DPS) to two-bladed main rotors (DNV) and / or each BOB having blades with a large twist, operating according to the pulling pattern during horizontal flight as a gyroplane in a propulsive-reactive system (PRS) creates a synchronous thrust with autorotating DNVs, but it also contains transverse DNVs with a variable thrust vector installed with equal distance from the axis of symmetry and their overlap equal to α = 1.33 ... 1.4 in the fairings of a one-turn inter-gondola wing (MGK), which increases its stiffness (L _mgk ) LZK located between the NMG along their axes mounted parallel to the axis of symmetry and on the nacelles of the LZK made from the trailing edge of its CBS mounted above the KPS, between and at the ends of the nacelles of the LZK having equal diameters (D _DNV ), determined from the ratio: D _DNV = (0.61 ... 0.62) × L _mgk , m, which creates pulling over or pushing DNV under the flap and between its consoles in DPS-X2 with the vertical position of their fairings, the corresponding thrust on the GDP and freezing modes, and with intermediate or horizontal the position of the NFV fairings - lift-march or march thrust, respectively, in transitional modes or for translational flight as a turboprop aircraft, but also performed after performing short or vertical take-off at maximum or normal take-off weight in the configuration of the turboprop aircraft for horizontal or helicopter for vertical position DNV fairings, respectively, as with the possibility of its transformation into a flight configuration of a turboprop in the winged wing for a boarding flight or a jet aircraft, respectively, with a propeller or a jet propulsion device when the DNV fairings are inclined to the vertical or horizontal position, creating lift-and-thrust thrust without PRS-R2 or without DNV using PRS-R2 with parallel DNV blades stopped after the flight mode that their opposing blades, being installed in the vane position when placed at the opposite angle of ± 45 ° to the plane of symmetry, are simultaneously folded back or forward along the flight and are horizontally fixed when viewed from the front in the respective quadrants of the cowls pulling or pushing the DNV and along the respective cowling bodies, but also back. 2. The complex according to claim 1, characterized in that in the aforementioned OPSV and DPSV, the outer sections of their KPS are made from the outer sides of their NMG both folding up and equipped with developed laterally triangular endings that have a pair of front and a pair of rear infrared (IR) emitters with infrared receivers, and the area of their AIS and IAC is 85 ... 88.0% of the total area of AAC and MGC, and in the transmission system each of their CGTDs in the aforementioned NMG, in which between the BOB and CCT is coaxial with the last two are mounted T-shaped when viewed from above, an intermediate gearbox having longitudinal input shafts from one or two CCTs and output shafts, the first longitudinal along its axis of which transmits torque through the clutch to the BOB, and the second transverse synchronizing shaft, laid in consoles MHC with reverse or direct sweep transmits through the clutch equal power to two T-shaped in terms of cantilever gearboxes respectively referred to pulling or pushing the left and right DNV, rotating when viewed from above in opposite directions, for example, counterclockwise and clockwise, and for performing take-off and landing flight regimes referred to as the bow of the fuselage and the gondola of the air defense system are equipped with an auxiliary front and two rear pillars of the three-wheeled chassis, retractable into the appropriate compartments with their automatic sawtooth sashes, and the inter-nacelle sections of the KOS and KPS or the latter with the outer sections of the KPS on one or both sides of the unilateral NMG and inside their rear edges are provided with wing cavities of equal length along their total length, component 1/5 ... 1/4 of the LZK range, the airflow circulation control system, which provides both the deviation of its thrust vector by means of jet nozzles and the direction of the supersonic air flows from the unilateral QGTD compressor, which are directed along the respective air ducts with their valves to each wing cavity, blown out or out its lower underwing nozzle, with its lower automatic shutter open, which forms the lower surface of the flap when it is closed, creating a balanced lifting force in the GDP and freezing modes, or from the cavity through reactive upper slotted nozzles placed above the rounded trailing edge of the flap with a streamlined shape of the supporting profile, increasing Using the Coanda effect and playing the role of jet flaps, the LZK lifting force in the KVP modes excluding mechanical deviation and their movable clearances, reducing the effective dispersion area, and in their flight configuration of the jet aircraft, the change in the pitch, heading and roll balancing is created in phase and differential, respectively the simultaneous deviation in two QGTDs of their jet nozzles with the mentioned HWHTs, both vertically up and down, both horizontally left-right and vertically one up and the other down, and in the regimes of GDP and hovering in DPS-X2, both of their DNVs are made with rigid fastening of the blades and without a swashplate , the change in this course balancing, but also to roll or pitch, is provided by a differential change, respectively, of both the transverse DNV torques and the lift thrust on the opposite pairs of left / right or front / rear wing nozzles of the corresponding sections of the LZK, and on the regimes of GDP and hovering OPSV and DPSV at a specific load on the power of their SU, component ρ _N = 1,875 kg / hp, each mentioned SST is made with elements of digital programmed control combining a control system for the formation of safe flight (UFBP) with specific vertical thrust-weight ratio in DPS-X2 , component ρ _BT = 1.23, includes the operating modes of the FTA both take-off and emergency mode (BP and PD) when selecting its required power to drive the mentioned DNVs, respectively, from four working FTAs, as well as from three of the working FTAs with automatic equalization and equal redistribution of the remaining power between two DNVs in case of failure of the corresponding FTA in KGTD, for example, even in the latter case, after automatically turning on the PD, the work of the remaining FTAs, which, with specific vertical thrust-weight ratio in DPS-X2 of ρ _BT = 1.18 or ρ _BT = 1.1, will provide two emergency vertical landing modes for 2.5 minutes or 30 minutes, respectively, and in each of their CCTs, 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 turbine CCT, 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 surface of the landing site, as well as various obstacles on the way 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, which has a profiled aft with a V-shaped rear edge, and the 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 direct controlled safe reduction to the selected relative position through the flight control inputs, and along the axis of symmetry at the end of the CBS and behind it there is a wing fairing having lower compartments with open sawtooth wings both with a pull-out magnetometer rod and a lower winch on a cable under water of the hydroacoustic station antenna, which are used for hovering and hovering, while the DPSV and OPSV fuselage, made without and with the cockpit, respectively, equipped with video cameras with autonomous manipulators connected to the OPSV controls, which has lower internal armament compartments with automatic shutters and their sawtooth transverse and longitudinal sides and the aforementioned launchers with aviation anti-submarine or anti-ship missiles (APR or ASM) and air-to-air missiles mounted on them, respectively providing for a fight with a submarine (submarine) or surface ship (NK) and an air target, and their set The armament EXEX has an aviation cannon or a large-caliber multi-barrel machine gun mounted in the fairing of the nose of the fuselage and striking subsonic shock UAVs and cruise missiles, and their glider is made of aluminum-lithium alloys and composite materials using subtle technology with a radio-absorbing coating, and their fuselage has a bevel its lateral sides along its entire length, decreasing the effective dispersion area, form a diamond-shaped cross section when viewed from the front, most of which is located above or below the middle line of the VZK; moreover, when anti-submarine defense of the SPSV and DPSV using the flight configuration of the winged gyroplane is used, the omitted hydroacoustic OPSV system and in the process of pointing one or two APR volleys at the target, the value of the input adaptive lead angle is automatically determined, which is adjusted when approaching the target, while the lead angle is entered in two planes due to the rotation of the axis of the diagram we direct the acoustic head in an electronic way, which ensures that one or two APR salvos penetrates mainly into the solid submarine target body, and with anti-ship defense of the SPSV and DPSV, which in the flight configuration of a jet aircraft carry the corresponding Rocket X-35U or X-38M in order to create a buffer safe airspace between the main SPSV and air defense of the NK target, which increases the range of the Kh-38M / X-35U anti-ship missiles from 40/130 to 400 km, while targeting is provided from the main SPSV radar of type H036, and the DPSV is controlled by the second pilot of the SPSV, using a low-altitude flight profile and a DPSV self-defense system - an active electronic jamming station, the aforementioned BS OPSV, made with an electronic remote control system that responds to at least one of the autonomous flight control systems, remote operator control, pilot control and / or combinations thereof, is equipped the possibility of its optional pilot control from a double cabin, but and its use as part of the air group as a headquarters with the above-mentioned more than two DPSVs, more than one of which, being a slave, automatically repeats its autopilot system in a follow-up flight, maneuvers of the head OPSV, and the other is controlled by the second pilot-operator from the head OPSV, and then vice versa, and in the absence of intervention by the pilot-operator, the autopilot system controls the flight of the slave DPSV in accordance with the current state commands repeating the flight profile and changing the route of the head DPSV, in case of an emergency, then to eliminate unforeseen safety problems with the follow-up the pilot operator takes direct control of the DPSV slave, canceling the current state commands issued by the autopilot during autonomous operation of the follow-up flight, and the control system for the formation of a relative position in the follow-up flight, containing one or more sensors located on the bucket DPSV, configured to detect data regarding its position relative to the position of the head SPSV, having a flight control computer, in working condition with one or more sensors, containing an additional touch computer that is configured to: determine the relative position between the slave SPSV 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 DPSV slave relative to the DPSV, which ensures their relative safe position in the joint flight through the inputs of his flight control computer, and each sensor computer of the previous and subsequent of the DPSV slaves, configured to receive acoustic signals, has a memory containing: data representing at least one flight path of the head DPSV and the previous DPSV; data representing at least one profile of their joint flight; software instructions executed by the processor for calculating their group flight in order to execute at least the current flight route and at least its flight profile and store the current flight in memory; software instructions executed by the processor for the flight of each DPSV in accordance with the current flight profile; multimodal logic performed by the processor to calculate the ability to dynamically adapt to changing conditions or parameters, including the ability to coordinate the air group, distributed tactical control, distributed over the goals of the air group and / or completely, increasing the efficiency of the attack of the air group, are integrated into an autonomous strategic swarm. 3. The complex according to p. 2, characterized in that in the aforementioned OPSV and DPSV control system for the formation of their relative position in flight with one or more sensors, include one or more IR sensors, video sensors, radar, laser and ultrasonic sensors, sonars, global positioning sensors, while the flight control computer mentioned above is configured both with an additional computer for summing the sensor data and a data receiving / 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 a video sensor that provides 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, is capable of through closed communication channels, transmit several video streams, provide both data collection from each video sensor and 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 summing computer is fully integrated into the pilot’s interface and the SPSV control system, which provides the mentioned tracking flight of the guided DPSV, which, if necessary, can be disabled via one of the inputs of the pilot’s interface for flight control, pilot activation 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 main SPSV 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. 4. The complex according to any one of paragraphs. 1 or 2, characterized in that for the fast speeding flight of the said HPS and DPSV, each of their DNVs in a synchronously balanced carrier and autorotating system includes an automatic gearbox in the said console gearbox, which has the said output shafts for driving the DNV, each of which creates two streams: the first is take-off with the issuance of the corresponding power from the mentioned KGTD and the creation of lifting thrust from the DNV, the second is cruising in the configuration of an autogyro with the reception of power from the autorotation of each DNV to its corresponding stage, disconnecting both DNV from the drive of the mentioned KGTD, leading the reversible electric motor a generator (OEMG) charging the batteries, and controlling a synchronous decrease in the speed of rotation of the DNV, for example, up to 150 min ^-1 or 100 min ^-1 , and the angle of attack of the blades of the autorotating DNV, which provide a 1 / 5-1 / 4-fold increase in the required the lifting force of the said LZK, but also by the plane of rotation of the blades of the DNV, which is almost aligned with the corresponding air flow at speeds for low-speed or high-speed flight, leading to a decrease in the rotational resistance of the DNV by 12% of the total profile resistance of the DNV blades during their self-rotation and the possibility for cruise flight modes to calculate the LZK with its reduced geometry of 4 / 5-3 / 4 from the dimensions of the wing of a similar aircraft, and the OEMG powered by batteries ensures that the above-mentioned QGTDs are launched from the parking configuration to the flight configuration after the DNV cowl / cowls are vertically positioned with their blades folded and the said DNV blades are folded to fulfill GDP, but and the outer sections of the KPS after climbing. 5. The complex according to any one of paragraphs. 1 or 2, characterized in that for the horizontal flight of the mentioned SPSV and DPSV, reaching marching thrust-weight ratio of the first level - 0.26 or the second - 0.343, their SU power is used 36% or 54% of the working QGTD, respectively, in the configuration of the said jet gyroplane or aircraft in this case, in their configuration of a jet aircraft with the aforementioned system of their CLC, having a thrust weight of 0.343 at the altitude of 11 km, a flight speed of 0.828 Mach (M) is achieved, and in their configuration of a jet plane with an angle, for example, χ = + 45 ° of sweep their KPS in the system of the aforementioned KPC, having a thrust-weight ratio of the third 0.406 and fourth level of 0.51 at an altitude of 11 km, using 72% and 100% of the SU power respectively, the speed M = 0.88 and M = 0.93 of their transonic flight is achieved, at In addition, each of their QGTDs in the aforementioned NMGs is equipped with an afterburner chamber used in aircraft take-off and horizontal supersonic flight modes with forward and with the aforementioned WWII and the rear open NMV shutters for an additional air supply in front of the afterburner, which allows overloading 15% of their take-off weight at an altitude of 11 km to increase the traction rate of its combined SU from 0.51 to 0.69 and speed from M = 0.86 to M = 1.02, respectively, from trans to supersonic flight.

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