RU2174080C2 - Amphibia - Google Patents

Abstract

FIELD: transport engineering; multipurpose air cushion vehicles. SUBSTANCE: vehicle has fuselage with flight control and navigation equipment, control system of aerodynamic control surfaces and on-board system control instruments. Navigator's, pilot's and flight engineer's cabins and cargo cabin are arranged in fuselage. Cargo hatch and ramp are located in tail part. Wing with elevons is installed from top in middle part of fuselage. Wing is provided with wing-tip fairings with navigation lights. Surveillance radar antenna is installed behind fuselage superstructure. Detachable members fastening units are installed at both sides in upper part of fuselage. Platform consisting of sections, pontoons, torque box, transom and stempost is secured to fuselage from below. Peripheral flexible tow-tier barrier of air cushion includes flexible receiver-monolith and flexible nozzles-segments. Two-tier sectional flexible keel is secured on bottom. Air cushion boosting system consists of aircraft-type engine nacelles. Two-circuit turbofan engine is installed in each engine nacelle. Outlet diffuser with boosting control set is installed at outlet of each engine nacelle. Set is furnished with fuel system and automatic fire - fighting system. Twin-fin tail unit and horizontal stabilizer with elevator are also provided. EFFECT: provision of heavy air-cushion multipurpose craft. 2 dwg

Description

 The invention relates to air-cushion vehicles (WUAs) and can be used year-round in conditions of complete impassability, in river basins, including rivers that do not have guaranteed depths of the ship, for regular transport work on delivering large technical cargo to consumers from the port cargo and passenger ferry, for the destruction of large ice fields by the dynamic method during the period of freezing in the lower Siberian rivers, when there is a threat of "freezing" of river fleet vessels Whether the formation of ice jams on the rivers during the ice drift, as a vehicle for extinguishing forest fires for deliveries of equipment and large volumes of water in the aftermath of floods in rescue operations in the tundra, rivers and the sea.

 A device is known - an amphibious cargo and passenger hovercraft (SRP) type SRM.4.mk.4 (gross vehicle weight 265 tons, payload mass 108 tons) of the English company Hovecraft corp. (Molyarchuk VS, Syrmay A.G., Melnik A.D. et al. Technical and economic problems of using new technical means of transport / edited by Corresponding Member of the Russian Academy of Sciences A.P. Vanichev. - M.: “Science” 1983, pp. 56-64).

 The device comprises a rectangular case with a rounded nose in plan. The hull contains: a passenger or mixed cargo and passenger compartment, domestic premises, four fan compartments for boosting the air cushion (VP), in the aft part - the right and left engine compartments of the power plant. A peripheral flexible two-tier enclosure (GO), consisting of a monolithic receiver and removable segments, is attached to the bottom of the case. On the flat bottom there are bunk flexible longitudinal and transverse keels for longitudinal and lateral stability of the apparatus. At the top of the hull in the bow there is a superstructure in which there is a crew cabin, in the tail part closer to the stern there are two vertical pylons, on top of which angular gears and propellers (BB) of large diameter of variable pitch are installed, and behind the pylons at the stern there are vertical aerodynamic rudders blown by the air stream behind the explosives. The power plant consists of four Rolls-Royce Marine Protey aircraft gas turbine engines (GTEs) with a total capacity of 4h4300 equivalent hp Each pair of engines works on one common gearbox and transmission of the front and rear fans and the propeller of the starboard and starboard sides of the device, respectively.

 With a total transport weight of about 200 tons, SRN.4.Mk.4 has a speed of about 120 km / h (up to 65 knots) in calm water. Cruising range is 175 miles (over 300 km). With a GO height of more than 2.5 m, a high level of transportation comfort is provided with a wind force of up to 9 points on the Beaufort scale.

 Technically, SRN. 4.Mk.4 is one of the most advanced civil transport SVPs of this class. SRN.4.Mk.4 has been used for more than 15 years for regular passenger traffic on the west coast of England and as cargo and passenger ferries across the English Channel, successfully competing in cost of transportation and their regularity with other modes of transport in the conditions of the transport tunnel operating under the channel.

At the same time, the SRN.4 apparatus, as well as other amphibious vessels at the GP, has inherent disadvantages due to ship technology and architecture:
- low power, making it difficult to operate on rough terrain away from waterways;
- the complexity of operation in the offseason due to the problem of icing - a hard-to-eliminate drawback of ship architecture (a large number of protruding parts: handrails, antennas, rails, etc.);
- limited lower limit of the temperature of the air, determined by the conditions of use of the material of the flexible fence (not lower than -40 ^o C);
- the complexity of servicing the flexible fencing and the bottom of the apparatus, especially in emergency situations, etc .;
- large capital investments in the creation of infrastructure for maintenance, repair and sludge;
- high cost of construction, because its development and production is carried out as an independent type of vehicle, despite the fact that its design uses aeronautical navigation and lighting equipment, engines, propellers, etc.
- the difficulty of delivering the device to the place of operation due to the large size, which makes it necessary to build a production base in the region of the intended operation.

 Also known is a heavy transport aircraft with AN-22 Antey turboprop engines (Lufttransport, K.-H.Eyermann. -Berlin: Deutcher Militerverlag, 1967, pp. 230-261) with a take-off mass of about 240 tons and a maximum payload of 108 tons .

 The aircraft is made according to the aerodynamic design of a high-wing classic with transport aircraft with a free-carrying wing and developed tail. The power plant consists of four single-shaft turboprop (TW) engines with a capacity of 15,000 equivalent hp. each with coaxial four-blade variable pitch propellers.

 The airplane glider includes: a fuselage of the semi-monocoque type of the beam-stringer design, a trapezoidal wing, consisting of a center wing and detachable consoles, a horizontal tail stabilizer with elevator and two-keel vertical tail unit with rudders.

 In the fuselage in the bow is the navigator’s cabin, in the superstructure on top of the fuselage is the cabin of the remaining crew members, behind which there is a cargo compartment with a volume of 600 cubic meters and a size of 4.3 mx 4.3 mx 33 m. In the rear of the fuselage there is large cargo hatch and ramp for loading and unloading of self-propelled equipment.

 Engines are installed in wing nacelles. Fuel tanks are located in the wing center section - soft tanks and in the lower part of the fuselage under the cargo deck.

 Chassis - wheeled, consists of the main and fore. The main chassis has six racks, three on each side of the fuselage with a pair of brake wheels on the rack and with a pneumatic-hydraulic shock absorber. The wheels of the main chassis with a diameter of 1750 mm are brake. The nose gear is a one-post chassis with a pneumatic-hydraulic shock absorber and a pair of wheels. The main landing gear retracts in flight into the gondolas located along the sides of the fuselage. An auxiliary power unit is installed in the left gondola. The nose gear retracts into the fuselage.

 The airborne complex includes a typical set of flight-navigation equipment for this type of aircraft, which allows flying in any weather conditions, as well as various systems that ensure the reliability and safety of the device on the ground and in the air, comfortable conditions for work and rest of the crew in the parking lot, and cargo safety at low outdoor temperatures.

 A well-known transport aircraft in its functionality, in its technical essence and in the achieved technical result is closest to the declared amphibious transport vehicle.

 The disadvantages of a transport aircraft include the following.

 In the conditions of Siberia and the Far East, he is able to solve only the first part of the transport problem - the delivery of goods to the region with an equipped base airfield, while their delivery to the consumer, often located at a distance of tens, and sometimes hundreds of kilometers from airfields, should be other vehicles and, as a rule, is associated with multiple transshipments from one mode of transport to another and intermediate storage. Under these conditions, transportation of goods delivered to the airport without numerous transhipments and interim storage is possible only by air-cushion vehicles (WUAs).

 Moreover, the efficiency of the transport process will be higher if both of these types of vehicles are compatible in operation, including maintenance and cargo handling.

 It is practically possible to ensure full compatibility of these types of transport equipment if the hovercraft is constructed on the basis of unification of its main systems and assemblies with a prototype aircraft, i.e. as an option for converting an aircraft of the appropriate type.

The basis of the invention is the task to develop a heavy (with a gross vehicle weight of more than 200,000 kg) amphibious hovercraft, compatible in operation with transport aircraft and with consumer properties that meet the current level of technology:
- Reliability and safety of use in complete off-road conditions without a technical compromise between the requirements of winter, summer, spring and autumn in any climatic zone;
- the level of comfort corresponding to modern requirements for the work of the crew and passengers;
- the highest productivity and profitability in comparison with off-road transport vehicles with a wheel or caterpillar support, etc., as well as:
- reduction in the cost of production of the device compared to the analogue;
- Solving the problem of delivering the device to regions of use remote from the place of production, including the continental regions of Siberia and the Far East;
- reduction of costs for commissioning, repair and maintenance in operation.

 The problem is solved in that in the amphibious transport apparatus containing the fuselage, including the navigator’s cabin, located in the superstructure on top of the nose of the fuselage, the cockpit and flight engineer, engine control panels installed in the cockpit, engine and onboard systems monitoring devices, apparatus control, flight control navigation instruments and equipment, radio equipment, on-board electrical equipment, a cargo compartment with transport and handling equipment, a cargo hatch and an appar from the bottom in the rear located on the sides of the fuselage, the right and left chassis nacelles, the main landing gear with brake wheels retractable into the nacelles, the front landing gear retractable into the fuselage, the wing with soft fuel tanks located inside, two-wing vertical tail assembly consisting of keels with rudders and trim tabs, tail horizontal stabilizer with elevator and trimmer, two marching turboprop engines installed in wing nacelles with rotationally rotating coaxial propellers of variable pitch, located auxiliary power unit installed in the left gondola of the landing gear, fuel system, centralized fueling system, portable and stationary automatic fire engines of main engines, pressurized fuel system with neutral gas, hydraulic system, pneumatic system, elevons installed on the wing instead of flaps, wing fairings with navigation lights, mast installed behind the superstructure with a survey radar antenna, on the left and right sides in the upper part of the fuselage lodgement attachment points for transported long loads, a platform attached to the fuselage from below, consisting of the right and left side sections, the right and left pontoons with pressurized neutral gas tanks compartments, the front box with air-heat heating of the front sock, the transom with the tail part deflected together with the ramp , air-heat heated stem, peripheral flexible two-tier air cushion fastening attached along the platform perimeter, including a flexible receiver - monolith and flexible with pla-segments, attached directly to the bottom of the fuselage, a longitudinal flexible two-tier sectioned keel, an air-cushion pressurization system consisting of right and left airplane type engine nacelles, each of which has a dual-circuit turbofan engine with a high bypass ratio, a fuel system, an automatic fire-fighting two-mode system, air-thermal heating system of the intake air intake of the engine installed at the output of the lifting motors of the output diffusers with agr Air cushion control control units.

 It is this combination of all the essential features that made it possible to develop an amphibious transport vehicle thanks to a new concept of designing, manufacturing and operating amphibious vehicles, based on the idea of this type of vehicle as a special type of aircraft flying in the immediate vicinity of the screen, due to which development, production and the operation of the device is carried out according to the standards of aviation technology based on the unification of production technology and operation and with the prototype aircraft.

 Based on the foregoing, we can conclude that all the essential features characterizing the claimed amphibious transport vehicle have a causal relationship with the achieved technical result, i.e. provide a technical result in all cases to which the requested amount of legal protection for the amphibian transport apparatus extends. Thanks to this combination of essential features, it became possible to solve the problem.

 Therefore, the claimed amphibious transport apparatus is new and has an inventive step, i.e. it does not explicitly follow from the prior art and is suitable for industrial use.

The technical result achieved in this case is that:
- high consumer properties of the device are ensured, which is guaranteed by the high level of requirements of standards for the development, production and operation of aircraft;
- costs are reduced and the development time of the apparatus is reduced due to the unification of the main structural units - the fuselage, plumage, control, etc., which is up to 80% with the prototype airframe and almost 100% with its equipment and communications, as well as with the power plant ;
- there is no need to create specialized production, because WUA production can be carried out in parallel with the prototype aircraft or independently using the same technology and equipment;
- significantly (2 or more times in comparison with specially designed vehicles) the cost of production of WUAs is reduced due to the higher seriality of aircraft units used in the design;
- the opportunity arises for the production of WUAs based on the conversion of aircraft withdrawn from flight operation for any reason, including those based on partially or fully developed flight resources, which:
a) reduces the cost of building the apparatus by 3-3.5 times, even with a single production;
b) allows you to effectively solve the problem of delivering the device to the place of its deployment, because the units necessary for conversion, as well as internal work - laying additional bundles and pipelines, installing additional equipment, painting, corrosion protection and other complex works - can be performed conditions of stationary production or repair of an aircraft, which can then independently fly to the nearest airfield in the region of the alleged base of the device, and there with a minimum of labor converted Ground apparatus (in Siberia and Far East such items may be Tyumen, Yakutsk, Khabarovsk, Vladivostok et al.);
c) effectively solve the problem of the rational use of spent flight resources or obsolete aircraft - especially complex technical objects.

 The invention is illustrated by drawings, where: in FIG. 1 shows a device in working condition in a perspective view, top view; in FIG. 2 - the same in a perspective view, bottom view.

 The device comprises a fuselage 1, in which aerobatic and navigation equipment, aerodynamic control of the apparatus, control devices for on-board systems, radio equipment and other equipment similar to the equipment of the prototype aircraft are located.

 In the forward part of the fuselage, the navigator’s cabin 2 is located, in the superstructure 3 on top of the fuselage is the cockpit and flight engineer, behind which there is a 600 cubic meter cargo compartment. m and a size of 4.3 mx 4.3 mx 33 m with transport and lifting equipment, including a crane-beam, two winches, mooring nets and belts. In the rear of the fuselage below there is a large cargo hatch 4 and a ramp 5 for loading and unloading of self-propelled vehicles. On the outside of the main wing of the cargo hatch there are guides 6 for the movement of the crane beam with the cargo hatch open.

 At the top in the middle part of the fuselage, a wing 7 with elevons 8 is installed, which is the center section of the wing of a prototype aircraft, at the ends of which wing fairings 9 with navigation lights 10 similar to winged aeronautical lights of an airplane are mounted. On the lower side of the wing, the right 11 and left 12 of the main engine nacelles are installed.

 Marching engines are single-shaft turboprop engines (TVD) with 13 opposite-pitch coaxial propellers rotating in opposite directions with a diameter of six meters each.

 A horizontal stabilizer 14 with an elevator 15 is mounted on top of the tail of the fuselage. The elevator is equipped with trimmers 16. The vertical tail of the apparatus is two-keel and consists of keels 17 with rudders 18. The rudders are also equipped with trimmers 19. There are fairings 20 on the upper end of the keels. in which the blocks of radio equipment are mounted.

 On both sides from the outside of the fuselage above the construction horizontal (GFS), there are installed 21 attachment points for removable lodgements for transporting long, non-demountable goods weighing up to 10 tons.

 Behind the superstructure on top of the nose of the fuselage on the mast 22, an antenna 23 of the surveillance radar and an antenna 24 of the long-distance radio are installed. In front of the antenna mast of the locator on top of the superstructure there is an upper emergency hatch 25 for the crew to exit in unforeseen situations.

 The wheeled chassis of the device is similar to the chassis of the prototype aircraft and consists of the main chassis installed behind the center of mass of the device and the front chassis mounted in the nose of the fuselage.

 The main chassis consists of six separate struts 26 with pneumatic-hydraulic shock absorber each and a pair of wheels. Racks are installed in a train of three on each side of the fuselage symmetrically with respect to the plane of symmetry of the fuselage. All wheels of the main chassis are brake diameter 1750 mm.

 The racks are retracted in flight into the chassis nacelles 27 located on the sides of the fuselage into separate niches, which are closed by two wings 28, kinematically connected with the landing gear.

 The front chassis 29 is a one-post with a pneumatic-hydraulic shock absorber and a pair of wheels remotely controlled relative to the vertical axis. The strut is retracted in flight into a niche in the fuselage, which is closed by wings 30.

 A platform consisting of a right and left side sections 31, a right and a left pontoon 32, a transom 33, a front caisson 34 and a stem 35 is attached to the lower part of the fuselage.

 The side sections are a continuation of the chassis nacelles for the entire length of the cylindrical part of the fuselage, the bow and stern of which from the outside end with fairings 36 and 37, respectively. On the side of the outer side, the sections have a flange joint for connection to the pontoons.

 By design, the side sections are similar to the chassis gondolas and are thin-walled riveted structures consisting of frames and reinforced with a longitudinal set of casing. The frames of the airborne sections are riveted through the thiokol tape to the fuselage in the area of its frames. The cladding of sections in the bottom area is riveted through asbestos-soaked impregnated with lead minium. Section cavities have internal sealing.

 From the bottom of the apparatus, the joints of the airborne sections with the pontoon and the gondola of the chassis are closed by the front 38 and rear 39 fairings.

 Pontoons of a trapezoidal cross-section of a rectangular shape in the front plan are joined with a caisson, along the sides - with the side sections, and in the stern they are connected to the transom. Pontoons are technologically divided into several sections, consisting of sealed tank compartments. Tank compartments are included in the fuel system of the apparatus, are constantly inflated from the on-board system of neutral gas and can be used both to increase the buoyancy margin and as additional fuel tanks.

 The front caisson is a transverse power element of the platform. Structurally, it is a part of the OCHK (detachable part of the wing) of the prototype aircraft docked along the plane of symmetry of the apparatus, including the inter-spar part and the heated sock. The caisson is attached directly to the fuselage, has a cutout for a niche of the front landing gear, in front of the junction of the caisson with the fuselage it is closed by a runway turning into a stem.

 The transom is a transverse caisson. The tail of the transom can deviate along with the ramp, with which it is kinematically connected.

 The nozzle type airbag is used on the device. Flexible enclosure of the air cushion consists of external - peripheral and internal.

 External GO - two-tier, consisting of a flexible monolith receiver 40 and removable flexible nozzle segments 41.

 The internal fence consists of a flexible longitudinal keel 42. The keel is a two-tier non-expendable, has longitudinal and transverse sectioning. The keel sections are inflated regardless of the collector attached to the receiver. The keel is attached to the longitudinal beams riveted directly to the bottom of the fuselage.

 The ejector-type air-cushion pressurization system consists of 2 identical systems, right and left, working on a common monolith receiver.

 Each system consists of a turbofan engine with a high degree of bypass installed in the engine nacelle 43 with internal mixing of the flows of the first and second circuits.

 An output diffuser 44 with a supercharger control unit 45 is installed at the output of each engine nacelle.

 The device operates as follows.

 Before starting the engines, the device stands on the chassis 26, 29. On the control panel in the cockpit and flight engineer, the control levers for the mid-flight and lift engines (ORE) are on the stop, the propellers 13 "removed from the intermediate stop".

 The shutter of the supercharger control unit of the air bag 45 is in the "open" position. On the engine control panel, the “air bleed” toggle switch is in the “closed” position, the “turbo-cooler” toggle switch is in the “off” position.

 The order of starting engines when starting from a solid screen for the operation of the apparatus is not essential, but to save fuel at starting engines, it is advisable to start the lifting engines first, which must be fully warmed up before moving, and the main engines should be warmed up after starting when taxiing out.

 The launch of the lifting engines is carried out in accordance with the "Instructions for the operation of the engine on an airplane."

In the process of engine spin-up and exit to the temperature regime of the exhaust gases from the nozzle of the primary circuit, the turbofan engine can reach more than 700 ^o C, which is 400-450 ^o C higher than in steady-state conditions. Moreover, the fan performance of the second circuit of the engine due to low revs is insufficient to ensure that the gas-air mixture formed at the engine outlet is cooled to an acceptable temperature (under normal ACI conditions - about 80 ^o C) and compress it to the pressure required to form under platform air cushion device. In addition, droplets of kerosene and oil may accumulate in the gas jets exiting the engine, which accumulate while the apparatus is stationary in the combustion chamber and in the jet nozzle of the primary circuit due to leaks in the units of the turbofan engine.

 Therefore, when starting and heating the lifting engines, the air-gas mixture is discharged by the supercharger control unit 45 into the atmosphere.

 In order for the apparatus to "stand" on the air cushion, the throttle thrust of both hoisting engines is transferred to the position corresponding to the nominal speed. Then, from the engine control panel, the shutter drives of the supercharger control unit “to open” are turned on, and the air-gas mixture flow opens to the entrance to the diffuser 44, the air flow outlet is simultaneously blocked (in Fig. 1, the shutters 45 are shown in the open position) and the air-bag pressurization system comes into operation in its main mode.

The gas-air mixture leaving the engine enters the outlet diffuser 44. In the diffuser, the full pressure of the gas stream is restored to the required static pressure in the receiver 40 and the lifting force of the air cushion is formed. The actual value of the excess static pressure of the gas-air mixture at the outlet of the diffuser 44 at a temperature of less than 80 ^o C under normal MSA external conditions is about 8 kPa. According to the layout of the lifting system, a shortened diffuser with a constant pressure gradient is used on the apparatus. From the receiver 40, the gas-air mixture, flowing through the nozzles 41, enters under the platform of the apparatus.

 After warming up the lifting engines, the marching engines are launched in accordance with the "Instructions for the Use of Engines" on the prototype aircraft.

 After starting, the marching engines operate in the "small earth gas" mode, therefore the thrust of the propellers 13 is less than that necessary to overcome the braking power of the chassis wheels in any state of the surface of the launch pad.

 To start the movement of the apparatus, the air-cushion pressurization system is put into operation in its main mode, then the throttle thrusters of the main engines are moved from the stop to the side of increasing fuel supply.

 When the apparatus moves over a solid surface with a taxiing speed (significantly less than cruising), the apparatus can be controlled at the heading by marching engines — the operation of the engines “in a mess”, together with aerodynamic rudders 18, which are blown by the air stream behind the propellers 13, as well as by turning the wheels front chassis 29.

 At high speeds (above 30 km / h) - purely aerodynamically, with the simultaneous action of rudders 18.

 During acceleration of the apparatus over open water, control over the course is carried out similarly - the operation of the engines "in a mess" in conjunction with aerodynamic rudders 18, the effectiveness of which is much higher due to more intensive airflow engines to overcome the "hump of resistance" operate at an increased mode, close to take-off.

 When the apparatus moves, the fuselage 1 with the platform, the wing 7 with the elevons 8 deflected by 15 degrees and the tail horizontal stabilizer 14 with the elevator 15 create an additional controlled aerodynamic lifting force, the proportion of which at maximum speed, taking into account the blowing of the wing part 7 by the propellers 13, can reach 15-20% of its total flight weight. Due to the aerodynamic unloading of the apparatus, at the same time as the speed of movement increases, the elevation of the apparatus as well as its stability and controllability are increased due to the good aerodynamic shape of the apparatus.

 Longitudinal balancing in a wide range of machine alignments and displacements of the VP pressure center is carried out by deflecting the elevator 15, which is controlled manually or by autopilot. Rapid oscillations in the pitch of small amplitude are damped by the horizontal tail 14.

 Transverse stability (stability) at small roll angles is provided by the differentiated deviation of the elevons 8, and also due to the restoring moment of the air cushion due to its sectioning on the right and left sections by a longitudinal flexible keel 42.

 The wheeled chassis 26, 29 when moving over a hard screen can be in the "retracted" position or in the "released" position, depending on the conditions on the track. When moving above water, the chassis is in the "retracted" position. The compartments of the nacelles of the main and nasal landing gears in the “retracted” position are closed by shutters 28 and 30, respectively, and are pressurized by gas supplied from the flexible receiver 40 through special channels in the pontoons 32.

 The braking of the apparatus is carried out by reducing the mode of marching engines, and in urgent cases due to reverse thrust of propellers 13, braking by the wheels of the chassis, which is especially effective when moving or landing the apparatus on a solid underlying layer, deflecting elevons 8 by an angle of 35 degrees. In an emergency, for example, in case of failure of the lifting motors or the destruction of most of the flexible fence 41, an emergency landing is carried out when moving above a hard screen on an airplane - on chassis 26 and 29, and when moving above water, marshy soil or a snowy screen - on the bottom of the device released chassis.

Claims (1)

 Amphibious transport device containing the fuselage, including the navigator’s cabin, located in the superstructure on top of the nose of the fuselage, the cockpit of the pilots and the flight engineer, engine control panels installed in the cockpit, engine and onboard systems operation control devices, apparatus control, flight and navigation instruments and equipment, radio equipment, on-board electrical equipment, a cargo compartment with transport and handling equipment, a cargo hatch and a ramp located at the sides of the fuselage left and right landing gears, main landing gear with brake wheels retractable into the gondolas, front landing gear retractable into the fuselage, wing with soft fuel tanks located inside, two-fin vertical tail assembly consisting of keels with rudders and trim tabs, tail stabilizer with elevator and trim tab two marching turboprop engines installed in wing nacelles with variable-pitch coaxial propellers rotating in different directions, located in the auxiliary left chassis nacelle power plant, fuel system, centralized fueling system, portable and stationary automatic fire engines for marching engines, a system for pressurizing fuel tanks with neutral gas, a hydraulic system, a pneumatic system characterized in that elevons are installed on the wing instead of flaps, wing fairings with navigation lights mast mounted with the antenna for the surveillance radar, on the left and right sides in the upper part of the fuselage, attachment points for lodges for conveyors long cargoes, a platform attached to the fuselage from below, consisting of the right and left side sections, the right and left pontoons with pressurized neutral gas tanks, compartments, the front box with air-heat heating of the front sock, the transom with the tail part deflected together with the ramp , air-heat heated stem, peripheral flexible two-tier air cushion fastening attached along the platform perimeter, including flexible monolith receiver and flexible nozzle-segment you are attached directly to the bottom of the fuselage with a longitudinal flexible two-tier sectioned keel, an air-cushion pressurization system consisting of right and left airplane type engine nacelles, each of which has a dual-circuit turbofan engine with a large bypass ratio, a fuel system, an automatic fire-fighting two-mode system, an air thermal system for heating the intake air intake of the engine installed at the output of the lifting motors of the output diffusers with units air cushion control.

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