RU10681U1 - SPEED SMALL-SIZED AIRCRAFT VERTICAL TAKEOFF AND LANDING - Google Patents

Abstract

1. High-speed small-sized aircraft of vertical take-off and landing, containing a streamlined body made in the form of an aerodynamic profile creating lift, a comfortable cabin with a crew, an engine with a power supply system, control systems and stabilization of the device in flight, a lift fan connected to the engine through the drive and located in the inner annular channel of the aircraft body, characterized in that the channel is made in the form of an asymmetric tsevogo axial-radial diffuser with curved generatrices having an average angle of rotation of flow, enclosed in the range of 10 - 90 preferably 20 - 60 & degree of expansion with 1 - 3, preferably 1,2 - 1,5.2. The apparatus according to claim 1, characterized in that in the rear part the channel has horizontal branches directed parallel to the longitudinal axis of the aircraft from the fan to the outside of the apparatus. 3. The apparatus according to claim 1, characterized in that the apparatus further comprises horizontal flight thrusters mounted outside the channel in the aircraft body and connected to the engine by means of transmission shafts. The apparatus according to claim 1, characterized in that the apparatus comprises horizontal flight engines mounted outside the channel in the aircraft body and driving a lifting fan by means of a drive at the vertical flight stage. The apparatus according to claims 1 to 4, characterized in that the length of the apparatus is 3 to 6 m, preferably 4 to 6 m, the width of the apparatus is 1.8 to 4 m, more preferably 2 to 3 m, the height of the apparatus is 1 to 2 m, more preferably 1, 5 m. 6. The apparatus according to claims 1 to 4, characterized

Description

High-speed small-sized flying equipment for a helicopter take-off and landing.

The utility model relates to vehicles, in particular to the flight annaras of vertical take-off and landing, and can be used to create high-speed transport.

A well-known helicopter (Yuryev B.N. - Aerodynamic calculation of helicopters. - M .: Oborongiz, 1956) is a vertical take-off and landing gear aircraft containing a fuselage for accommodating cargo and crew, a hollow tail boom with a propeller for reactive torque compensation on its horse, power unit, transmission, flight control system, landing gear, tail neriness, rotor connected to the power unit by means of transmission shafts through a gearbox and located outside the aircraft body.

The main disadvantage of a helicopter as an individual means of transportation but the city is the large dimensions of the open rotors, which pose a threat to the surrounding buildings and people.

A known diskette (USSR patent No. 1838180, B 64 C 29/00, 1990) is a vertical take-off and landing aerial vehicle containing two rotationally rotational rotors from one drive in the opposite directions of the rotor, located concentrically inside a corne having an external annular shape, made in the form creating a lifting force of the annular wing, the corne has controllable air intakes with lamellae installed in the area of the jet exit from the rotors with the possibility of changing the installation angle, folding chassis, characterized in that the cab and placed in the center of Cornus in the region of its center of mass, the actuator is mounted in the cab compartment, the rotors are arranged on the outer side of the cabin to the outer annular portion of air in the zone, divided into sectors by radially extending beams connecting the housing with the annular portion.

The disadvantages of this device are its relatively large dimensions, low speed of movement: I, as well as the inconvenience of placing the cockpit.

Closest to the claimed is an aircraft of vertical take-off and nozzle (USSR patent No. 1833332, 64 C 29/00, 1993; RF patent No. 2089458, 64 C 29/00, 1997) containing the upper and lower annular wings, body, cargo compartment, in which the power plant is located with a fan installed in the central channel formed by ring wings, characterized in that for the purpose of a newer version: V 64 C 27/20 V 64 C 29/00

In order to gain weight and reduce aerodynamic drag, the upper plane of the cornea is oriented in the inlet and the lower in the downward flow, for example, in the front and rear parts of the body and the cargo compartment are combined to form a streamlined aerodynamic profile, and a marching nozzle is installed in the tail section in the gap of the body .

The disadvantages of this device are large dimensions, high engine power requirements and, accordingly, fuel consumption.

The purpose of the utility model is to create a high-speed economical small-sized aircraft (LA) of vertical take-off and landing, intended primarily for movement in large, heavily populated cities.

This goal is achieved by the fact that a small-sized high-speed aircraft of vertical take-off and landing, containing a streamlined body made in the form of an aerodynamic profile creating lifting force, a comfortable cabin with a crew, an engine with a power system, a flight control and stabilization control system, and a lift are located inside the body a fan connected to the engine by means of a drive and located in the inner annular channel of the aircraft body, characterized in that the channel made in the form of an asymmetric annular radial-axial diffuser with curvilinear generators, with an average angular flow angle in the range from 10 to 90 degrees, more preferably 20 - 60 ° and with a degree of expansion in the range from 1 to 3, more preferably 1.2- 1,5.

In addition, in the rear part of the channel there are horizontal branches directed parallel to the longitudinal axis of the aircraft from the fan to the outside of the apparatus body.

In addition, the apparatus further comprises horizontal flight thrusters mounted outside the channel in the aircraft body and connected to the engine by means of transmission shafts.

In addition, the apparatus includes horizontal flight engines mounted outside the channel in the aircraft body and driving the hoisting fan by means of a drive in the vertical flight stage

In addition, the length of the apparatus is in the range from 3 to 6 m, more preferably 4 to 6 m; the width of the apparatus is in the range from 1.8 to 4 m, more preferably 2 to 3 m; the height of the apparatus is in the range from 1 to 2 m, preferably 1.5 m.

In addition, the engine power of the apparatus is in the range from 150 to 300 kW, more preferably 200 to 250 kW.

The use of an expanding channel with a flow turn allows to increase the efficiency of the lifting system, to tighten the dimensions of the device and to use closed rotors, which makes the aircraft safe when moving around the city. With these optimal parameters, the aircraft has a fuel consumption comparable to the fuel consumption of cars when driving around the city, a speed of 200 - 300 km / h and the cost of an expensive car.

An aircraft with this set of features was not found. The result obtained from the dashugo apparatus is not achieved by the known.

The invention is illustrated by drawings.

Pa fig. 1,2,3 shows a General view of a high-speed aircraft; figure 1 is a side view, figure 2 is a front view, fig.Z is a top view. Pa Fig. 4,5,6 shows the design of the apparatus with a speed of up to 200 km / h; FIG. 4 is a side view; FIG. 5 is a front view; FIG. 6 is a top view. Pa fig. 7,8,9 shows the design of the apparatus with a speed of 200-300 km / h; Fig.7 is a side view, Fig.8 is a front view, Fig.9 is a top view. Pa fig. 10.11 shows a similar triple version of the design; FIG. 10 is a top view, 11 is a front view.

Pa fig. 12.13 shows a construction of the apparatus with a speed of movement over 300 km / h; FIG. 12 is a plan view, FIG. 13 is a front view.

Tables 1,2,3 show the technical characteristics of high-speed small-sized aircraft of vertical take-off and landing, depending on the class.

Table 1 - aircraft parameters at a speed of up to 200 km / h (class 1). Table 2 - aircraft parameters at a speed of 200 - 300 km / h (class 2). Table 3 - aircraft parameters with a speed over 300 km / h (Grade 3).

The aircraft contains a housing 1 in which a comfortable cabin 2 with a crew is located. In the inner channel 3 of the housing is located the Central body 4, having the form of a cone with a curved generatrix. The lifting fan 5 is connected to the engine 6 through a transmission 7 in the embodiment with a mechanical drive, or is driven by a gas flow rejection device 8 and a nozzle apparatus 9 in the embodiment with a gas drive. A rectifier apparatus 10 is installed behind the fan. In the rear part, the channel may have branches 11 directed outward parallel to the longitudinal axis from the fan. In the upper section of the channel, rotary blades 12 (lamellas) can be mounted. Outside the body of the apparatus is located the outer tail 13 (keels, wing profiles). In the upper part of the central body of symmetry there is a compartment for safety parachute 14. The aircraft can

contain propulsion devices for horizontal flight 15, the air into which enters through the air intakes 16. To avoid getting parts of the human body, foreign objects, etc. under the fan’s lobes. in the inlet section there is a protective fence 17 - a rare grid of a special profile having low input losses. The device may also contain flexible retractable diaphragms 18, covering the inlet and outlet openings during horizontal flight at high speeds.

The invention consists in the following.

The lifting force of the thrust F of the indirect reaction engine in place (at zero flight speed) minus the small friction forces acting from the flow side to the walls is

F Gu2-Gui + (p „- p} dS

where G pBUiSi PBU2S2 is the air flow through the engine (propulsion);

PB - air density (, 2 kg / m);

111 and U2 are the averaged vertical components of the inlet flow rate

and at the exit;

Si and 82- input and output sections;

(Po - P) dS -integral over a closed surface covering the engine;

Atmospheric pressure;

p is the pressure on the surface of integration.

Very often, however, the engine thrust in place is calculated using the formula

that is, by the so-called draft determined by internal parameters, mistakenly believing that the input pulse Gui is always compensated by the rarefaction forces (p - p} dS acting on the device. Based on this

various vertical take-off and landing devices are offered, the real thrust of which is several times less than theoretically calculated by internal parameters. In particular, this applies to aircraft with lifting propulsion devices (propellers, fans, rotor fans) without input jets or with incorrect input channel geometry. As a result of the invention are either not functional or having poor performance.

In order for the real traction force to correspond to the formula, certain conditions must be met, and the design of the apparatus must meet certain requirements. In particular, these are designs with a radial air intake. In the case of a purely radial fence, there is no vertical component of the input velocity, the input pulse

directed along the radius of p. Discharge forces cancel each other out, ((). As a result, the only force acting on the apparatus,

is the reaction force of Gu2. With a slightly inclined fence and the presence of the input surface, the rarefaction forces practically compensate the input impulse and the thrust is close to Gu2.

Engine power required to create traction

P Cu2 / 2g | -rv82i2 2g1 where P - engine power;

g | - the total energy efficiency of the device that converts the mechanical energy of the engine into kinetic energy of the air flow. For a given thrust, the required engine power

(2l (rv82))

that is, decreases with increasing output cross-sectional area, and the propulsion system efficiency

k F / P-2l / U2 2rl (pvS2 / F)

increases both with an increase in area S2, and with a decrease in a given engine thrust, that is, the weight of the apparatus. Since the weight of the device is proportional to the cube of linear dimensions, and the area is squared, the propulsion efficiency increases with decreasing dimensions. As a result, it is possible to create, relatively light, small, high-speed and relatively economical aircraft for individual purposes (for 2-3 people) with a closed arrangement of rotors, quite simple in technical terms, and relatively cheap. Constructs with closed screws are non-clockwise and devices can be used to move around the city.

Pa fig. 1,2,3 shows a General view of a high-speed small-sized aircraft. Dimensions of the device (with plumage): length 3-6 m, preferably 4-5 m; width 1.8-4 m, preferably 2-3 m; height 1-2 m, preferably 1.5 m. Dimensions of the case: length 4-5 m, width 2-3 m, height 1.1-1.3 m. Dimensions of the case determine the maximum output area. The mass of the apparatus is 500-2000 kg, more preferably 700-1200 kg. Power plant power at the level of 220 - 250 kW (300 - 350 hp). Ultra-high-speed options with aircraft engines with a total power of over 300 kW (400 hp and more) are possible.

Small-sized aircraft are conventionally divided into the following 3 classes.

1. Devices with a low speed of non-movement (up to 200 km / h).

Pa fig. 4,5,6 shows one of the possible designs of the apparatus of this class. Table 1 provides its technical specifications.

 2. Devices with an average speed of movement (200 - 300 km / h). Pa fig. 7,8,9 shows one of the possible apparatus designs of this class. Table 2 shows its technical characteristics. Pa fig. 10.11 shows a triple version with two fan fans.

3. Devices with a high speed of movement (more than 300 km / h). In FIG. 12,13 shows one of the possible designs of the apparatus of this class. Table 3 shows its technical characteristics.

Belonging to one or another class is determined mainly by its design.

The body of the device is made according to the aerodynamic scheme "a thick wing with plumage, with the movement of the device there is a lifting force. The maximum aerodynamic quality of the device at the level of 3 is 3.5. The body design is a metal frame supporting a streamlined panel of aviation plastics and composites. The case is lightweight, since it is essentially a hollow structure - more than 70% of the total volume is occupied by the air ducts of the internal channel and air intakes.

The channel is made in the form of an asymmetric annular radial-axial diffuser with an angle of rotation of the flow by 10 - 90 degrees, preferably by 20 - 60 ° and an expansion wall n S2 / Si, comprised in the range from 1 to 3, preferably 1.2 - 2.5. Experimental studies show that the optimal angle of rotation of the flow is not exactly 90 °. With an increase in the angle (approaching 90 °), the thrust force of the propulsion unit approaches Guo, however, the losses associated with the curvature of the channel increase. With a decrease in the angle, the losses decrease, however, the actual traction force becomes less than Gu2. The optimal angle is a compromise between these processes, strongly depends on the input geometry and channel geometry and is approximately 20 60 °. It is necessary that the local width of the input sidewalls a in the radial direction is not less than 0.2 - 0.3 of the local radius R of the inner channel (see Fig. 8 and 11). At small turning angles, the required thickness of the sidewalls increases to 0.4 - 0.5 R. The radius of the rounding of the upper inlet edges r2 also increases. At small angles of rotation of the channel, in the case when a / R «l (, 05), the real traction force is almost half the thrust determined by the internal parameters (F Gu2 / 2). Input geometry and channel geometry should be given special attention. Otherwise, if they are improperly profiled, the efficiency of the lifting system drops significantly.

The radial air intake occupies more than 80% of the perimeter swept by the fan blades. The diameter of the fan is 1.8 - 2.4 m; non-meter about 6 m; diffuser inlet area 2-4 outlet

the diffuser area is 4–6 m, the maximum possible is 7–10 m, depending on the dimensions of the cornea of the aircraft. The shape of the output section (dashed lines in FIGS. 6 and 9) is a cross between a slip and a rectangle with rounded edges. The cross section in the blade plane is also elliptical. The channel acquires this form when optimizing the use of the free area of the bottom of the apparatus. At small angles of rotation of the channel, the input area is larger than the passage, the latter defines and limits the input area of the diffuser. Classic toroidal geometry is also possible.

The channel size along the longitudinal axis of the apparatus is slightly larger than the diameter of the fan, and the passage area is larger than swept. Air enters the space between the blades and the walls of the channel due to ejection, and the entire lifting system works as an ejector-diffuser enhancer of indirect reactive thrust.

The fan blades have a special torsion, such that the flow rate increases slightly from the center to the periphery, as a result, a stream with a more uniform distribution of speeds is obtained in the output section of the channel.

The lifting force is distributed in a complex way between the central body, the fan blades and the inlet surface. The centrifugal forces acting on the central body are on average compensated by discharge. The center of gravity of the apparatus always lies below the center of application of the resultant lifting force. In flight, the device is gyrostabilized. The rarefaction forces applied along the periphery of the input surface of the housing give the apparatus additional stability.

The total efficiency of the lifting system is

where r | vkh- efficiency of the input device;

T1v - fan efficiency at the operating point;

T1d - diffuser efficiency;

T1f - the value associated with the shape factor.

Input losses are determined by losses on the protective fence and the input edges and are relatively small G1vh 0.95.

Efficiency of a high-performance highly efficient fan at the operating point r | 0.85.

The largest notices are associated with the diffuser.

where is the coefficient of loss of total pressure. Losses include pressure losses during rotation of the flow, its expansion and friction against the channel walls. For a radial-axial diffuser with neutral contours and n 1.5 - 2, the value of C is of the order of 0.2 - 0.3 (t | d 80%). It should be especially noted that with improper channel profiling, diffuser losses can increase significantly ((0.5 - 0.8 or even more), therefore, careful attention should be paid to the geometry of the diffuser. Among effective methods for reducing losses, we note the use of dividing ribs or through grooves on the concave walls of the channel, the suction of the boundary layer, the installation of the blades and the separation of the channel by partitions (Fig. 8).

G1 G1vkhLvPdLf

(1 + 0

Any deviation of the output velocity field from the uniform causes a slight increase in power required for a given traction. This is reflected by an additional coefficient r | f, depending on the shape factor, that is, on the degree of flow heterogeneity with respect to velocities. In the above constructions, the value of G | f is 0.9 - 0.95.

Assuming 95,, 85,, 8, and, 93 we get the total efficiency, 6. Experiments give d) 0.5 - 0.7, depending on the geometry. For an apparatus weighing 800 kg, output area m, with an efficiency of 6, the required power is 220 kW (300 hp).

When choosing the optimal parameters should be maximized

complex P / (82) in which m} generally decreases with increasing 82. For example, lifting systems with the following parameters have the same traction:,, 6, and,, 657,, 66. Smaller dimensions are naturally preferable.

The effectiveness of the lifting system of small aircraft is 3-4 kg / kW, the load per unit output area is 100-250 kg / m. For comparison, we indicate the parameters of helicopters: efficiency from 4-5 kg / kW for military fire support helicopters to 7-8 kg / kW for ultralight; loads per unit area swept by rotors from 10-20 kg / m for ultralight to 500-700 kg / m for assault.

The speed of the aircraft V is estimated by the formula

where G1p - flight efficiency of the propulsion system; с - aerodynamic drag coefficient; 8о - area of drag;

The flight efficiency depends on the speed of the vehicle and varies from zero to the maximum rinmax. Taking into account the inductive drag, the aerodynamic coefficient is of the order of 0.3 - 0.4. At, 5 m,, 35, kW and g | ptakh 0.8, speed M / S (250 km / h). Large modern cities already have a diameter of over 40 km. The device with a speed of movement of 200 - 250 km / h does not cut through such a city in 10 minutes.

The engines of the devices are any of the existing ones, from Iorshne to jet engines. The expediency of using one or another type of engine is determined by the design and belonging of the aircraft to one or another class.

Examples of specific performance.

Example 1. Figure 4,5,6 shows the design of an aircraft of the 1st class. The speed of vehicles up to 200 km / h; case dimensions 4-4.5 / 2-3 / 1.2 m; weight up to 800 kg; engine power up to 220 kW; aerodynamic quality 1-3;

LPR s8orU 2

Estimated cost 30,000 - 40,000 US $. Table 1 shows the parameters of a specific device. Class 1 aircraft are the most technically simple and the cheapest.

The design of the device is made according to a single-vector scheme; for vertical and horizontal flight, one mover is used.

The aircraft contains a housing 1 in which a comfortable cabin 2 with a crew is located. In the inner channel 3 of the housing is located the Central body 4, having the form of a cone with a curved generatrix. The engine 6 through the transmission 7 drives the lifting fan 5, behind which the blades 10 of the rectifier are installed. For class 1 aircraft, piston engines are most suitable. In the rear part of the channel has branches 11 directed outward. In the upstream plane, rotary blades of the diffuser profile 12 are installed. When the fan is operating, the blades are blown by the air flow and stabilize the device in flight. The device may have a plumage 13. A safety parachute is located in the upper compartment 14 of the central body. The device also has a protective mesh 17 (shown in Figs. 7 and 9) and a lower retractable diaphragm 18, capable of blocking the outlet of the diffuser.

Near the surface of the earth, the lifting thrust is higher both in take-off and hover modes (air cushion effect) and in horizontal flight (ekrap effect). As a result, it is possible to lift the apparatus with a slightly higher weight, and its horizontal start on an air cushion (the so-called low start). The effective height of the air cushion is about 1/10 of the apparatus’s smaller size (width) and for the indicated aircraft is about 20 cm. Its creation requires 50 80% of the nominal engine power, the rest is spent on accelerating the apparatus. As overclocking occurs, the redistribution of capacities. When creating an air cushion, the fan runs on discharge.

The movement of the apparatus in the horizontal direction is carried out either according to a helicopter scheme using a swashplate, or reactive, by deflecting the air stream by the blades. With complete non-closing of the bottom of the diffuser by the blades 12 or the lower diaphragm 18, the flow exits in the horizontal direction through the channels 11 forming the march nozzles. At the same time, the fan also works for discharge. With a low start, the aircraft hull is advantageous to have an aerodynamic profile of an ekranoplan. The turn of the apparatus in the horizontal plane is carried out by turning the blades of the rectifier apparatus 10.

The main disadvantage of the single-vector aircraft design is the low maximum no-fly efficiency (40-50%), which is associated with large losses in the internal channels. This disadvantage is largely eliminated in two-vector circuits.

Example 2. On Fig.7,8,9 shows the design of the aircraft class 2. The speed of the apparatus 200 - 300 km / h; case dimensions 4.2-4.8 / 2-3 / 1.2 m; weight 800 kg; engine power 220-250 kW; aerodynamic quality 2.5-3; Estimated cost 40,000 - 50,000 US $. Table 2 shows the parameters of a specific device. In FIG. 10.11 another modification is presented - a triple version with rotational fans of the opposite rotation and an average angle of rotation of the flow of 40 °. Class 2 aircraft are medium in complexity and cost. The most economical (fuel consumption at the level of fuel consumption of cars when driving around the city). The most optimal version of the aircraft.

The design is made according to a two-vector circuit with one engine. In the regimes of vertical lift and horizontal flight, different propellers 5, 15 from one power unit are used 6. As propellers of horizontal flight, highly efficient (, 85-0.87) propeller fans 15 are used, connected to the main engine 6 by means of transport shafts 7. The transmission and distribution system system 7 also included gearbox, variator and gearing mechanisms. The latter allow you to smoothly connect the fan fans to the engine operating at the main load (fan 5), when switching from vertical take-off mode to horizontal flight mode. The diameter of the fan fans is 50 - 70 cm.

In flight, control is carried out using aerodynamic rudders 13. When the apparatus moves at high speeds to create lift by the body, as well as to reduce aerodynamic drag, the inlet and outlet openings are blocked by flexible retractable diaphragms 18 (tent). Diaphragms are made of thin metal sheets, or PI3 other materials. When inoperative, the diaphragms are rolled up. The lower one is located in the front compartment, the lateral ones are in the upper part of the central body. But as the speed increases, the diaphragms unfold. In the expanded position, the lateral ones rest on the mesh fence 17, the lower one on the longitudinal yards. For aircraft with a travel speed of up to 150 km / h, apertures are not required.

To ensure gyrostabilization during horizontal flight, the fan does not turn off completely, but rotates in a closed volume at idle, for which 5 to 10% of the rated engine power is sufficient. When opening the diaphragms, idling, the fan} immediately enters operation.

The most suitable engines for a Class 2 aircraft are gas turbine. GTEs allow forcing, that is, an increase in engine power by a certain number of times, called the forcing coefficient. The afterburner has a working coefficient of 1.2 and allows multiple repetitions without significant engine wear, maximum 1.4. For example, a helicopter turboshaft engine having a rated

300 kW power for maximum continuous operation; 400 kW maximum emergency power. Forcing the engine is necessary to ensure an acceptable high-speed throttle response of the device, requiring takeoff thrust-weight ratio (the ratio of lifting thrust to the weight of the device) at a level of 1.1 - 1.2, for which boosting to 1.2 - 1.3 rated powers is enough.

The fuel consumption of an aircraft is higher than the fuel consumption of cars in economy mode, that is, with non-stop traffic with an optimal speed along the highway (5-10 kg / 100 km), and is comparable with their consumption level when driving around the city (15-20 kg / 100 km).

For the apparatus indicated in table 2, we present some parameters of the lifting system: fan diameter 2.2 m; peripheral speed of the blades 200 - 240 m / s;

fy "

swept area, 4 m; entrance area, 2 m;

passage area m (rounded rectangle 2.2x2.5);

ejector area, 6

uphill area, 2 m (rounded rectangle 2.2x2.8);

engine power kW; lifting efficiency, 65;

engine thrust in place of gearbox; air consumption kg / s;

inlet flow rate m / s; at the exit of m / s;

jet pressure on the soil Pa (0.75 kg / dm).

Example 3. Pa. 12,13 shows the design of the aircraft of the 3rd (highest) class. The speed of the vehicles is more than 300 km / h; case dimensions 4,5-5 / 22,5 / 1,1 m; weight over 1 t; engine power more than 300 kW; quality 3-3.5; cost 60,000 - 100,000 U8 $. Table 3 shows the parameters of a specific device. The fastest, but at the same time the most expensive, technically complex and uneconomical .PA.

When replacing mechanical rotor fans with two aircraft jet engines, the aircraft turns into a small-sized super-fast vehicle. The fan is driven either by a mechanical drive or by a gas drive. In the latter case, at the stage of lifting, the engines 15 operate in the mode of gas generators. Using the device for deflecting the gas flow 8, the working mixture is fed to the nozzles then to the system 9 or the standard “snail, and then to the blades of the turbofan lifting fan 5. The efficiency of the gas drive is less mechanical due to losses in the deflecting devices and the working parts of the turbofan blades.

During take-off, engine power is briefly boosted. WFD allow significant boost by burning additional fuel. The most suitable engine thrusters for a Class 3 aircraft are small-sized twin-circuit turboprops and, possibly, turbojets.

 The exact specifications of West German are given.

aviation radial diesel engine ZOCHE ZO 02A.

 The engine’s zero weight is indicated, including a pneumatic starter,

generator, hydraulic regulator, turbocharger, supercharger,

 The boost factor is 1.2.

 Two small jet engines rated

with a capacity of 200 kW each and a mass of 100 - 150 kg each.

 Forcing coefficient 1.3 Mechanical drive of a non-removable fan.

Claims (8)

1. High-speed small-sized aircraft of vertical take-off and landing, containing a streamlined body made in the form of an aerodynamic profile creating lift, a comfortable cabin with a crew, an engine with a power supply system, control systems and stabilization of the device in flight, a lift fan connected to the engine through the drive and located in the inner annular channel of the aircraft body, characterized in that the channel is made in the form of an asymmetric tsevogo axial-radial diffuser with curved generatrices having an average angle of rotation of flow, enclosed in the range of 10 - 90 ^o, preferably 20 - 60 ^o and having a degree of expansion of 1 - 3, preferably 1,2 - 1,5.  2. The apparatus according to claim 1, characterized in that in the rear part of the channel there are horizontal branches directed parallel to the longitudinal axis of the aircraft from the fan to the outside of the apparatus body.  3. The apparatus according to claim 1, characterized in that the apparatus further comprises horizontal flight thrusters mounted outside the channel in the aircraft body and connected to the engine via transmission shafts.  4. The apparatus according to claim 1, characterized in that the apparatus comprises horizontal flight engines mounted outside the channel in the aircraft body and driving a lifting fan by means of a drive at the vertical flight stage.  5. The apparatus according to claims 1 to 4, characterized in that the apparatus is 3 to 6 m long, preferably 4 to 6 m, the apparatus is 1.8 to 4 m wide, more preferably 2 to 3 m, the apparatus is 1 to 2 m high, more preferably 1.5 m  6. The apparatus according to claims 1 to 4, characterized in that the mass of the apparatus is 500 - 2000 kg, more preferably 700 - 1200 kg.  7. The apparatus according to claims 1 to 3, characterized in that the engine power of the apparatus is 150-300 kW, more preferably 200-250 kW. 8. The apparatus according to claim 4, characterized in that the engine power of the apparatus is 300 kW.