PL150512B1 - Aeronizers for the transport of containers - Google Patents

Description

THE RZECZPOSPOLITA PATENT DESCRIPTION 150 512 POLAND

OFFICE

PATENT

RP

Additional patent to patent no. - pending: 84 09 13 (P. 249572)

Priority-Application announced: 87 10 05

Patent description published: 1990 08 31

Int. Cl. ⁵ B64C 1/00 B64C 39/08

Inventor of the invention: Marian Kujawa

The holder of the patent: Marian Kujawa, Gdynia (Poland)

Aeronizers for the transport of containers

The present invention relates to air carriers for the air transport of containers.

In known aircraft designs, the fuselages are permanently attached to the wings and tail by means of spars, joints, longitudinals and coverings. Large, stressed cargo openings require strong reinforcements. Cargo transport in containers, initially used in land and sea transport, is increasingly popular also in air transport. Igloo type containers are the basic loading unit in passenger aviation. The small internal volume of this type of container allows the transport of only a few commercial goods, as well as baggage and mail. The adaptation of passenger airplanes solely for the carriage of goods requires the removal of passenger comfort equipment and the installation of load securing devices. The carriage of these devices, however, limits the normal transport capacity of the aircraft. In transport aircraft, the interior is adapted to the transport of cargo and allows, among others, the transport of containers with dimensions larger than the Igloo type containers.

The main disadvantage of the existing air container transport system is the reduction of the transport capacity of airplanes by the weight of the containers used and the loss of cargo space. Loads in containers are also moved over short distances by helicopters, as exemplified by the US S-60 Sikorsky helicopter-crane. Wheelhouses are also suitable for transporting containerized or large-size loads. The use of airships is to fix the cargo on the platform, lifted from both sides by gas-filled tanks. Cargo transport by this means of transport is characterized by a low speed, compared to currently used transport aircraft. In addition, the conditions required for take-off and landing of airships limit their use in areas with dense urban and industrial buildings.

The current state of aviation technology and economic factors indicate the possibility and profitability of building separate structures for transport aircraft. Large hull bindings

150 512 of an airplane with a detachable wing is presented in the Polish Patent Specification No. 127 882. According to the said invention, the fuselage is connected to the wing by means of fuselage and wing locks, a breech and pin girders. The use of these bindings does not change the aerodynamic characteristics of the aircraft and increases the overall strength of its structure. Although the construction of airplanes consisting of a fuselage and a detachable wing is an expression of technical progress, because it lowers the costs of production and operation, it does not change the conditions of transport. A fundamental change in the air transport of large cargo units may take place in the case of the use of aerodynamic containers, mounted on a platform to form a uniform body of the fuselage. An example illustrating the present idea is the construction of a small airplane disclosed in US Patent No. 814,395. According to said invention, the airplane has a detachable passenger compartment that is mounted on a platform assembled with the wings and tail. The small dimensions of the airframe and the method of connecting the fuselage with wings and tail make it impossible to use this invention in the construction of large transport aircraft.

Another example is the structure of the high-wing aircraft presented in British Patent Specification No. 1,143,781. According to this invention, the aircraft has the ability to engage a transport module, which forms an integral part of the fuselage with the navigation cabin and the tail. The weakness of this type of aviation structure is the lack of a container platform. The upper wing flares allows the transport of only small container units and prevents the technical development of the invention in order to increase the load capacity of this type of aircraft.

Aeronizers intended for the transport of containers are characterized by the fact that they have grate container platforms with aerodynamic containers and clamps, as well as circumferential nozzles, airbag fan and sliding navigation cabins. The side aerodynamic container has a shell wall connected to the roof as well as the floor and the door. The two-part clamp of the high-wing air carrier with lower projections and the overlay yoke with wings has hydraulic cylinders. The airbag fan is mounted on the stand and moved by turbojet engines, the stub pipes of which are connected to the central duct and then to the transverse ducts. The two-part clamp for the lower and middle wings, with the gate with the upper wing, and the front rudders and elevators connected to the navigation cabin are located in the three-blade air carrier.

The main advantage of air carriers is the increase in the commercial capacity and cargo space in connection with the use of large aerodynamic containers. The construction of aerodynamic containers only slightly increases the weight of the airframes, compared to those currently built. Transport of air containers, some of which are folded into a single body of the fuselage, shortens the parking time of the aeronizers and enables the storage of cargo at the airport and its further transport by land. The use of aerocarriers in the transport of containerized cargo speeds up transport and reduces its costs over long and medium distances. The construction of air carriers is characterized by relatively low production costs due to the separate construction of navigation cabins and upper wings. Also, container platforms can be built using the half method and then connected to hulls with a tail. The possibility of detaching the upper wings of the aerocarriers also lowers operating costs and increases transport safety. In the event of damage or wear of the wing elements, they can be replaced with new ones. Due to the increase in turbulence in the boundary layer during the flight and the increase in internal forces, air carriers should not carry aerodynamic containers shorter than the IA standard according to the International Standardizing Organization (ISO). The container ship plane has the capacity to transport all types of containers according to ISO standards. The technical advantages of this aircraft include its high lifting capacity.

The subject of the invention is presented in the embodiment in the drawing, in which Fig. 1 shows the horizontal plan of the high-wing air carrier, Fig. 2 - longitudinal vertical plan of the high-wing air carrier, Fig. 3 - transverse vertical plan of the high-wing air carrier, Fig. 4 - axionometric projection of the high-wing air carrier, fig. 5 - wing profile, fig. 6 - aerodynamic container, fig. 7 - fragment of a high-wing aerocar, fig. 8 - platform section

150 512 of the container, Fig. 9 - transverse duct of the peripheral nozzle, Fig. 10 - fan with turbojet engines, Fig. 11 - fan section, Fig. 12 - horizontal plan of a biplane aerocar, Fig. 13 - longitudinal vertical plan of a biplane aerocar, Fig. 14 - horizontal plan of a three-lobe aerocar, Fig. 15 - longitudinal vertical plan of a three-lobe aerocar, Fig. 16 - vertical transverse plan of a two-lobe aerocar, Fig. 17 - transverse vertical plan of a three-lobe aerocar, Fig. 18 - fragment of a three-lobe aerocar, Fig. 19 - aerocarrier biplane with aerodynamic containers, fig. 20 - three-plane air carrier with aerodynamic containers, fig. 21 - horizontal plan of the container ship plane, fig. 22 - longitudinal vertical plan of the container ship plane, and fig. 23 - axiometric view of the container ship plane.

All geometrical parameters of the high wing aerocarrier 1 result from its width, length and height. The width Bi of the high-wing aerocarrier 1, measured at the junction of the lower and upper layers of the aerodynamic containers 2, 3, 4, 5, 6, 7 is constant over the entire length of the given load units (Fig. 1 and Fig. 2). The length Li of the high wing aerocarrier 1 is measured over the length of its maximum extension. Due to the fact that the airframe is intended for transporting standardized large cargo units, the height Hi of the hull 8 of the high-wing aerocar 1 and the stacked aerodynamic containers 2, 3, 4,5,6, 7 is also increased only by the difference of the 9 container platform. On the underside, the surfaces of the container platform 9 are slightly convex, after which they become strongly curved at both ends (Fig. 3).

In the high-wing air carrier 1, the rounded ends of the platform 9 together with the clamp 10 form streamlined aerodynamic profiles. The 2, 3, 4, 5, 6, 7 aerodynamic containers have a shell structure. The shell side walls are slightly convex, whereupon the outer edges of the upper containers 2, 3, 4 are strongly curved to the same extent along their entire length and run horizontally in relation to the base. The honeycomb air carrier 1, together with the containers united into a single body, are characterized by high fullness, expressed by the ratio of the area of the rectangle formed by the parallel tangents to the area of the individual cross-section (Fig. 4). The coefficient Ai of the elongation of the high wing aerocar 1, measured by the ratio of its length Li to the height Hi, is 7.5.

The high-wing aerator 1 has a very flattened vertical cross-section. The front part of the aerocarrier 1 is oval shaped and constitutes a room for the navigation cabin. The length of the container platform 9 is equal to three times the length of the individual aerodynamic container, while the width of the container platform 9 of the high-wing aerocarrier 1 is equal to the bases of the two lower 5,6,7 containers. The width of the base of all 5,6,7 lower containers, fixed directly to platform 9, is equal to the dimensions of an ISO 1A container. The width at the top of the lower 5,6 and 7 containers and the base of the upper-mounted containers 2, 3, 4 is greater due to the minimal convexity of their shell walls. The length of all aerodynamic containers is equal to the IA ISO standard. The height of the aerodynamic containers is the same and higher than the ISO 1A standard by about 35 percent.

The aeronizer 1 ends with a fuselage 8 having in the rear part 12 hatch for handling containers with smaller dimensions. The wings 13 of the high wing aerocar 1 have a small% and skew angle, measured between a line perpendicular to the plane of symmetry and a line lying 25 percent of the chord of the wings 13 from their leading edge. The coefficient rp of the wings taper 13 is equal to the ratio of the length I of the maximum chord to the length of the final chord. The length h of the maximum chord of the wings 13 of the high wing aerocar 1 in relation to the length Li of the final chord makes the convergence coefficient rp favorably influencing the distribution of air circulation and the force P _{from the} lift, and reduces the amount of induced drag. The elongation factor 3i of the wings 13 is equal to the ratio of the square of their span b and to the area Si. For a given coefficient Ai of the extension of the wings 13, the maximum length of the clamp 10 is reduced, thereby reducing the drag force P _x and more convenient access to land transport means for reloading aerodynamic containers. The thickness of the individual profile of the wing 13 is determined by the sections perpendicular to the geometric chord, between the upper and lower contours of the wing 13 (Fig. 5). The maximum thickness g of a biconvex asymmetric profile is equal to the length of the largest section, and its maximum thickness g is the ratio of the thickness g of the maximum profile to the length t of the geometric chord. Point

150 512 geometric chord corresponding to the maximum thickness g is within a Xg of the wing leading edge 13. In contrast, the distance ζ relative to the point determined from the ratio of the distance x _B to t geometric chord. From this point on, the aerodynamic profiles of the wings taper asymmetrically towards the trailing edge. The skeleton line divides into half the sections determining the thickness of each aerodynamic profile and, like the chord, it runs from the leading edge to the trailing edge. The maximum distance f of the skeleton line from the geometric chord determines the maximum curvature of the wing profile3.

On the other hand, Tw Relative curvature is defined by the ratio of the distance f of the skeleton line, at the point of maximum profile curvature, to the length t of the geometric chord. The relative curvature f of the wings 13 is close to 3 percent. The point of the geometric chord, corresponding to the maximum curvature of the profile, is located at a distance x <from the leading edge, and the relative distance C of this point is expressed by the ratio of the distance x <to the length t of the geometric chord. The given geometric feature xj ensures, among other things, the achievement of the flight speed of approximately 0.7 Ma, characteristic for this type of airframe. The tail of the high wing air carrier 1 consists of a height tail and a direction tail. The height tail ensures stability and longitudinal control, while the tail tail ensures stability and lateral control. The high-wing aeroniser 1 has the rudders 14 fins 15, attached to the T-shaped stabilizer 16 of the rudder 17, which helps to reduce the area of each horizontal tail due to the increase of the force arm. The rudder 17 fin 16 has a characteristic deflection of the leading edge, which reduces the geometric elongation of the vertical tail. With a given convergence of the vertical tail, the center of pressure is shifted along the plane of symmetry, thanks to which the tail bending moments and the fuselage 8 torsion moments are reduced and the impact of aerodynamic forces on the airframe transverse stability is also reduced. The high-wing aeronizer 1 has a horizontal height tail with a span of ui. The positive bevel of the height tail increases the lift arm on the tail. The horizontal tail of the height has an average elongation and geometric convergence, and the aerodynamic profiles of a symmetrical shape are characterized by a small relative thickness.

The structure of the high-wing aerocarrier 1 is influenced during flight and when standing on the ground by external forces, which are divided into basic and additional forces. The main loads include the aerodynamic loads on the surfaces flowing around the air stream, the mass loads derived from the load weight and inertia force and the airframe mass, loads caused by the operation of turbine 18 propeller engines and energy devices, and the ground reaction during take-off, landing and standstill. In steady horizontal flight, the high-wing aeronizer 1 is influenced by the action _{of the} lift force P and the force Q of the total gravity opposite to it, as well as the thrust force P and the drag force P _x . The listed forces are applied at different points in the airframe. The force P _of the carrier and the force P _x drag are concentrated in the means of pressure wings 13. The Q and a force of gravity is at the center of gravity of the total aeronośnika c 1 górnopłatowego. The thrust P is concentrated on the axles of the turbine 18 propeller engines. In airframes, there are also P _Z h forces generated at the altitudes.

During the flight of the high-wing aerocarrier 1 there is a frictional resistance, the amount of which depends on the structure of the boundary layer. For the same Reynolds number, the coefficient of friction in the laminar boundary layer is 3 ± 5 times lower than in the turbulent layer. The length of 2,3,4,5,6,7 aerodynamic containers, equal to the IA ISO standard, extends the surfaces on which the laminam flow is maintained. However, the side bindings of containers 2,3,4,5,

6.7 aerodynamics reduce the stresses causing turbulence and increase the frictional drag. The force P _of the carrier and the force _P by the drag is proportional to the air density and the square of the velocity aeronośnika górnopłatowego 1 and Si to the surface of the wings 13. With an aspect Part of the force P _of the support wings 13 and the strength coefficient c _x P _x drag, both the force P _z and P _x are balanced in steady flight with the gravity force Q and the thrust P force. The longitudinal stability of the high wing aerocarrier 1 occurs when the complex moment M _{yo of the} force P _z , P _x , P is balanced with the moment Myh of the force P _zh . The magnitude of the complex moment M _yo is primarily influenced by the moment of force P _z

150 512 carrier. The drag torque P _x is small due to the action along the Y axis on the small arms, and the thrust forces P are balanced. The force P _{x of the} drag depends on the shape of the airframe. Frontal drag is reduced to a minimum thanks to the gentle rounding of the leading edge and the gradual narrowing towards the trailing edge at the contact with the aerodynamic containers 2,3,4,5,6,7. The force P _of the carrier and the force P _x drag also depend on the angle of attack of the wings 13 aeronośnika 1 górnopłatowego contained between chords wing airfoils 13 and the flow direction of the air stream.

As the pitch of the wings 13 changes, the value of the total aerodynamic force R changes with the Cr coefficient. The total aerodynamic force R is equal to the root of the second order of the sum of the forces P _z and P _x raised to the second power. The additional loads depend mainly on the speed and the elastic and inertial properties of the high-wing aerocar 1 and the aerodynamic containers 2, 3, 4, 5, 6, 7 fixed thereon. Additional loads are increased as a result of the thermal effects of the turbine propeller motors 18 and other dynamic phenomena, causing various types of overloads and vibrations, and due to improper handling, during container handling. Loads vary over a wide range, often of magnitude and distribution, and in the manner of action. Structural load changes can be deliberately caused and thus controlled depending on the intended changes in external conditions. Loads of aircraft structures can also be divided into static and dynamic. If the static loads are small and practically have no effect on the size and distribution of forces, the structure of the airplane can be considered perfectly rigid. These conditions cannot be assumed for a high-wing aerocar 1, in which the connection of the navigation cabin 11 with the container platform 9 and containers 2,3 , 4,5,6,7 with aerodynamics, do not fully counteract the formation of deformations. During the flight, some of these deformations take on the characteristics of dynamic loads, which change rapidly with time, especially in bad weather conditions. However, the value of dynamic loads is limited to the level of allowable stresses within the distribution and direction of their action. The bindings of the aerodynamic containers reduce the dynamic loads to the form of irregular and weak pulses and with a frequency different from the natural frequency of the aircraft structure. The effects of resonance and self-excited coupled vibrations, which usually cause structural failure due to material fatigue, are eliminated. The wings 13 are equipped with ailerons 19 which enable lateral steering by their opposing deflection. The dimensions of the ailerons 19 vary between airframe types according to their size and total weight. The moment generated by the deflection of the ailerons 19 causes the rotation of the high-wing aerocar 1 around the axis X, as a result of the development of complementary lift forces. On wings 13 with asymmetrical biconvex profiles, the change _{in the} lift force P and the drag force P _x due to the upward deflection of the ailerons 19 is smaller than the change caused by the downward inclination of the ailerons 19. When the ailerons 19 are deflected by the same angle, a torque usually occurs that rotates the airframe about the Y axis. In order to prevent this from happening, differential deflection of the ailerons 19 is used, which also increases the range of safe angles of attack. The ailerons 19, which fulfill these functions, are aerodynamically and massively balanced.

At low flight speeds of the aerocarrier 1 and high angles of attack of the wings 13, the decrease _{in the} lift force P results from the detachment of the air stream from the upper surface of the wings 13. This phenomenon is counteracted by the gills and the flaps and the control of the boundary layer. The wings 13 have gills mounted on the leading edges in front of the ailerons 19 for up to 35 percent of their span. The gills extend automatically under the action of aerodynamic forces at high angles of attack. As a result of the gills shifting forward, a profile gap is formed between them and the wings 13. The kinetic energy of air flowing through the gills moves the point of detachment from the stream surface of the wings 13 towards the trailing edge, thereby increasing a critical angle of attack and the power P _of the carrier. The increase _{in the} lift force P at low speeds also occurs through the use of sliding Fowler slot flaps. Flaps of this type change the curvature of the profiles, increase the area of the wings 13 and produce slotted effects. The effectiveness of the sliding flaps is further increased by the gills installed on them. The boundary layer of the flaps lowered downwards is blown directly off with a portion of the gases coming from the compressors of the turboprop engines.

ISO 512

The distribution of the Q forces of the total gravity of the high-wing aerocar 1 and the load depends on the degree of utilization of the transport capacity of the aerodynamic containers 2, 3, 4, 5, 6, 7 and the fuselage 8, i.e. the weight and volume of the transported goods and the filling of the tanks with fuel. The loads are distributed in the high wing aerocar 1 and in the fuselage 8 according to the stowage plan, determined in the electronic computational technique. Moreover, it has individual balancing systems, longitudinal and transverse. Longitudinal balancing of the high-wing aerocarrier 1 consists in displacing the heavy metal balancer 20 along the plane of symmetry at the bottom of the container platform 9. On the other hand, the transverse balancing of the high-wing aerocar 1 consists in the displacement of the balancer in the channel of its wings 13. As a result of external loads, internal forces arise in the structures of the high-wing aerocar 1 and in the attached aerodynamic containers.

When making a vertical cross-section along the Y axis, the influence of one part of the airframe on another comes down to the resultant internal forces N and the resultant moment M of these forces. By distributing the force vector N and the moment M on the coordinate axes X, Y, Z, the following internal forces are obtained, namely: the longitudinal force Q _x and the transverse forces Q _z and Q _y . The force Q _{to the} inner calculated as the difference between the force P _{from the} carrier and the force of gravity Q of the total aeronośnika górnopłatowego 1 and containers 2, 3, 4, 5, 6, 7 and aerodynamic loads, in the same manner as shown in Example biplane. When the bending moment M _y is positive, then the stretching of the upper containers 2, 3, 4 occurs; and the negative bending moment M _y means normally compressing the airframe bonds and bending the container platform in the opposite direction. In the cross sections of the high-wing aerocar 1 and in the connected aerodynamic containers 2, 3, 4, 5, 6, 7, there are unit torsional moments m _x , the sum of which gives the total moment M _x i torsion !. '

The influence of the unit moments m _x torsional occurs strongly at the interface of the individual components of the high-wing aerocar 1 and is focused around the center of total gravity. Fig. 6 shows an aerodynamic container with a base length and width equal to the IA ISO standard. The width of the roof 21 is slightly enlarged compared to the ISO 1A standard due to the slight curvature of the outer shell 22 wall. 2,3,4,5,6 and 7 aerodynamic containers can be built in the standard version or in a special version with isothermal equipment. The structure of the aerodynamic container rests on a floor frame with a door sill height of 23 and transversely reinforced with light C-profiles. The rear wall and the door 24 of the container 5 are attached to front frames 25 with a narrow width and smooth external surfaces, and embossed on the inside into openwork forms. The frames 25 at the bottom are attached to the floor frame, and at the top they are joined by stringers 26 reinforcing the side edges of the container 5. The rear and door frames 25 have upper and lower corners 27 at intervals corresponding to the ISO standard 1A. For this reason, the upper corners 27 on the side of the shell wall 22 are some distance away from the side edge. The corners 27 in the shell wall 22 are obscured by metal gates during flight. The shell wall 22 has a sandwich-type two-layer covering, composed of two thin outer layers of plastic and a binding inner layer-spacer of a very low specific weight. The shell wall is reinforced with duralumin sections. At the bottom, the shell wall 22 is attached to the floor frame, and at the top it is closed with a reinforcement stringer 26. The perpendicular side wall and the roof 21 of the aerodynamic container also have reinforcements made of duralumin sections and are closed with a plastic covering. The arrangement of the sections of the perpendicular side wall together with the covering is equal to the strength of the shell wall 22. The joints of the plastic cover with duralumin reinforcements are sealed. When closed, the door 24 forms a uniform flat surface with the frame 25 and is closed with bolt locks 28. After closing and locking the aerodynamic container 5, the door 24 is sealed with plastic conduits by pneumatically increasing its volume. The loads are secured to the walls with straps or stiffened with air-filled cushions after the container is loaded 5.

The aerodynamic containers 2, 3, 4, 5, 6, 7 are connected to each other and to the high-wing air carrier 1 by means of bolts, the operation of which is controlled from the pilot's cabins. In the squares

150 512 component containers can be moved with overhead cranes and cranes, having appropriate frames with catches connected to the corners 27. However, handling of containers 2,3,4,5,

6,7 aerodynamic devices directly on the 1-wing air carrier should be made with special forklift conveyors, ensuring high precision of handling. For this purpose, the aerodynamic container 5 has at its bottom two slots 29 for the conveyor forks, which are also closed by metal valves after loading from the shell wall 22. 2, 3, 4, 5, 6, 7 aerodynamic containers may be transported by all means of land transport. .

The structures of the high-wing aircarrier 1 meet the conditions of strength in relation to the loads occurring during take-off, during flight and landing and in traffic at the airport. Fig. 7 shows the essential part of the structure of the high wing carrier 1, and Fig. 8 - shows the detailed structure of the computer platform 9.

The basis of the structure of the carrier 1 is a grate platform 9 intended for storing aerodynamic containers 2, 3, 4, 5, 6, 7, ended with a hull 8. Along the entire length, the grates of the platforms 9 are composed of longitudinals 30 produced in the form of integral beam cranes running from the front each container platform 9 to the point of contact with the fuselage shell 8 in the rear part. The two center girders are tightly connected by a circular horizontal girder 31, and at the top by a cover 32 made of integral sheets. The center longitudinals 30 thus connected form the main central channel 33, containing the side entrances to the transverse channels 34 ending with circumferential nozzles (Fig. 9). The transverse channels 34 are attached at the bottom to the stringers 30, and their strong curves in the vicinity of the circumferential nozzles 35 connect with the reinforcements of the cover 32 and with the ribs of the grate. Integral gates are attached to the side walls of the central channel 33 on each side in the rear part, which, when pushed together by hydraulic cylinders, reduce the pressure in the transverse channels. Normal compressive or tensile stresses arise in the longitudinal strips 30 under the action of bending forces and moments. Therefore, the limit of immediate strength of the material from which they are made is greater than the allowable stresses occurring in extremely unfavorable flight conditions and in motion on the ground. The walls of the stringers 30 primarily absorb the tangential stresses from the shear forces and the torsional moments. Depending on the load distribution, the walls of the stringers 30 have local thinning. The value of the critical tangential stresses of the walls of the stringers 30 is increased by the grating ribs constituting their transverse bonds. The grate ribs give the underside of the airframe an aerodynamic shape, transfer the loads from the cover 32 to the longitudinal force elements, as well as stiffen the cover 32 itself and increase its strength and stability. The grate ribs work in bending and are balanced by the expense of the tangential stresses up to the covering 32 and the walls of the longitudinals 30 to which they are connected.

There are also reinforced ribs in the transverse arrangement, carrying loads from concentrated forces resulting from the reactions of the bindings of the navigation cabin, wings 13 and from the chassis. Reinforced ribs occur where the stringers 30 are broken or narrowed in the vicinity of large blanks. The top covering of the 9 container platform is made of steel. In the container platform 9, the ribs are reinforced with basic force elements. The face of the container platform is terminated by an elliptical-shaped aircraft frame with a flat outer surface containing hydraulic cylinder fixings 36, hooks and outputs of the steering rods and electric cables. The essential strength elements in the lower projections of the clamp 10 are the bushings of the hydraulic cylinders 37. In the upper part of the clamp 10, constructed in the form of an overlay yoke with wings 13, suitable strength elements are tubular girders terminated with articulated nodes fixing the shafts of the hydraulic cylinders 37. The bases of the hydraulic cylinders 37 are fixed on reinforced ribs, which for this purpose have short arms that slightly extend into the lower buckling 38 of the platform 9 of the high-wing container carrier 1.

In the longitudinal configuration, the clamp 10 is reinforced with ribs. Its cover is integral. This covering connects on the outside with the covering 32 of the periphery of the container platform 9. The bipartite clamp 10 is closed by aviation frames. The outer contact surfaces of these frames are smooth and slightly oval, while on the opposite side they are embossed into openwork forms. These frames include circular openings into which are secured hydraulic cylinders 37 and

150 512 there are also openings for connections and manholes with self-connected steering rods, electric installation and fuel lines. The frames that close the overlay yoke of the clamp 10 include openings for articulated knots fastening the shafts of the hydraulic cylinders, catches and outputs of the ends of the steering rods, electrical installation and fuel. The tubular girders in the overlay yoke enclose the main spars 13 of the wingspan 1 with fittings. The fuselage 8 of the high-wing air carrier 1 is characterized by a high degree of fullness in the vicinity of the headwall 39. .

Then it becomes gradually narrowing and curved, which grows strongly before the caudal flap. The shape of the fuselage 8 of the airframe ensures proper air flow during the flight. The periphery of the end wall 39 are frames that extend the ribs of the grate. The covering of this wall 39 is horizontally and vertically reinforced with C-sections. The fuselage 8 of the high-wing aircarrier 1 is a pressure structure. The airframe has a cargo hatch in the tail part closed with doors. Hatch door mounting frames ensure high local strength and airtightness of the closure. Moving the containers and their stacking in the fuselage 8 of the high-wing aerocar 1 is carried out by means of chain hoists with a supporting frame, shifted by electric motors in rails fixed at the top of the fuselage 8. The navigation cabin 11 is connected to the container platform 9 by hydraulic actuators 36 and couplings. During the reloading of aerodynamic containers 2, 3, 4, 5, 6, 7, the navigation cabin 11 of the high-wing aerocar 1 is moved forward, which protects it against damage and speeds up handling. The airframe navigation cabin is designed as a pressurized ventilation cabin with two decks. Pilot stands are located on the upper deck, while the lower deck is occupied by economic and sanitary facilities.

The panoramic layout of the windows provides good visibility from the pilot's stand during take-off, flight and landing. The take-off and landing of the high-wing aerocarrier 1 with aerodynamic containers 2, 3, 4, 5, 6, 7 takes place on air cushions. The airframe is also equipped with multi-track wheeled undercarriages composed of the main, front and rear undercarriage. The main landing gears of the airframe are located between the front and rear system of transverse channels 34 forming closed lines of circumferential nozzles. During take-off and landing of the high-wing aerocarrier 1, the main and front undercarriages ensure its stability and prevent it from straying from the runway in strong crosswinds. When maneuvering at the airport, the wheeled landing gear is relieved by airbags. In the event of damage or failure of the airbag generating system, the airframe may crash onto the wheeled chassis. The main advantage of airbags is therefore the minimization of stresses resulting from internal forces. The main element of the mechanical system producing air cushions is a fan 40 driven by two turbojet engines 41 (Fig. 10). The fan 40 and the turbojet engines 41 are mounted below the upper deck 42. The airflow to the turbojet engines 41 and the fan 40 is essentially through the two top openings 43 which are closed by metal shutters by hydraulics.

During the start of the time equal to the force P _{from the} support of the force of gravity Q of the total openings 43 of the upper is closed without having first opening hole 44 side, which facilitates increasing the angle of attack. Also during landing, air flows in through the side openings 44 and only just before touchdown does the air catch change direction. The resulting moment of force tilts the airframe gently to a horizontal position. The dimensions of the top and side openings 43, 44 are the larger the greater the air consumption. The air ducts are attached initially to the side walls in the fuselage 8, and then in large arcs, with a gentle change of the cross-section profiles, they transform into diffusers at the entrances to the ducts 45 of the turbojet engines 41 and the fan 40. The entrances to the central duct 33, apart from the fan 40, also have slight profile constrictions. Under continuous flow conditions, rated with a Reynolds number above critical values, the power loss due to the drop in total pressure and air resistance is thus minimized. The fan 40 is rotated at the stand 46 positioned in bearings connected at the bottom to the grate reinforcements and at the top to the cargo deck reinforcements 42. The rotation of the fan 40 is due to the thrust of the engine gases on the blades 47 on the outer side of rim 48 (FIG. 11). Paddles 49

The operating fan 40 is inclined at an angle ensuring optimal flow, characterized by a low compression ratio with a high weight flow of cold air mixed with fuel exhaust gases. The central duct 33 behind the fan 40 has thermal insulation, protecting the adjacent structural elements against excessive heating. Air is forced into the circumferential nozzles 35 surrounding the bottom edge of the container platform 9 and the fuselage 8. The purpose of these nozzles 35 is to direct the air and create a stream closing the area between the bottom airframe and the ground. Corresponding to the increase in the force Q of gravity. total air carrier 1 of the high wing, the pressure in the cushions is increased. As the airframe gradually approaches the ground and after touching it down, the airflow spreads into a bell shape. A cushion landing on solid ground must be made at lower-than-usual angles of attack and faster airspeed.

Before the touchdown and after increasing the angle of attack during take-off, the air flow from the circumferential nozzles merges into a central jet enhancing the effects of wing mechanization. The force of the recoil of the air stream from the nozzles 35 depends on the mass flow rate of the gas and the speed of its discharge. The slots of the circumferential nozzles 35 give the air curtain, surrounding the bottom of the container platform 9 and the fuselage 8, a positive angle of inclination within the limits determined by the optimal pressure increase in the cushion and the decrease in the lift force and the jet recoil force component. During touchdown and in an airbag flight, the airframe is influenced, in addition to the aerodynamic forces and the thrust P force of the engines 18, by the airbag lift force and the recoil force in the circumferential nozzles. The airframes have high static and dynamic stability on the airbags. The longitudinal stability results from the positioning of the airbags from the air cushion to the high tail lift point. The longitudinal stability is also influenced by the central jets from nozzles 35 arranged transversely, the thickness of which increases in line with the increasing total gravity force Q. The pressure distribution in the airbags depends on the relative height of the lift. With heels around the Y axis, the positive pressure is greater under the raised part of the airframe and smaller in the lowered part. Exceeding the set angle of attack during landing causes a rebound phenomenon on the airbag and the creation of destabilizing forces as the height of the lift increases.

In addition, there may be excessive reactions of the main landing gear to the grate bonds. When the set angles of attack are not exceeded during landing, the dynamic stability of the angular fluctuations is characterized by the tendency to smooth them quickly. On the other hand, the half time of the amplitude of the angular oscillation depends on the percentage of lift height and the ratio of the air cushion area of the airframe to the total weight. During start-up, when the power balance P _of the carrier of the force of gravity of the total Q, bolts in the central channel 33 reduces the amount of lift on the rear part of the airbag, which allows to increase the angle of attack and rate of climb airframe. The lateral stability of the high-wing aerocar 1 is provided by the main landing gear, relieved by the airbag. The high ratio of the height Hi to the width Bi of the high wing aerocar 1 corresponds to the increased transverse track of the four-leg main landing gear. The increased transverse spacing of this undercarriage is achieved by a scissor-type connection on each side of two legs to multi-wheeled carriages. The legs are supported on the grate of the container platform and are compacted in the center by expanding articulated joints. When retracting the main landing gear in the buckling 38 of the container platform 9, the legs are folded in parallel. In order to make the turning of the high wing air carrier 1 there are two-wheeled front landing gears with knees enabling their self-aligning in movement about the vertical axis of the shaving. Vibrations of the knee with the wheels around the axis of rotation are damped by shock absorbers, which prevent the occurrence of high-frequency vibrations, and at the same time allow the front wheels to tilt in the direction of the airframe movement.

The structure of the front undercarriage has a counterpart in the structure of the rear undercarriage, supporting the hull 8 during container handling. The rear undercarriage, with a length longer than the front legs, prevents rear tipping when the front and middle containers 3, 4, 5, 6, 7 are removed from the container platform. The undercarriages have basic and emergency mechanisms for their extension, shock absorption and retraction. The main landing gear brake systems are characterized by smooth operation, the possibility of its quick start and shutdown

150 512 and the ability to direct airframe traffic at the airport. The wheels are made on pneumatics with a pressure corresponding to the maximum load loads. The longitudinal spacing of the main and front undercarriages is selected in accordance with the conditions ensuring efficient maneuverability on the ground and counteracts vibrations in the vertical plane that would normally weaken the container joints. In the event of an emergency landing and take-off of the airframe, the advance of the center of gravity of the airframe in relation to the line of the individual Equal landing gear allows for gentle flow and easy detachment of the front landing gear and the ground. As a result, the loads transferred to the container platform and to 2,3,4,5,6,7 aerodynamic containers are limited.

The angle of advance during take-off and landing is smaller relative to the parking angle, which also counteracts the danger of the tail-laden airframe tipping along the symmetry axis. The transverse track of the main landing gear wheels ensures full directional stability when moving on the ground and reduces the reaction from the wheels hitting obstacles. The airframe is braked by lowering the lift height on the airbags and the use of wheel brakes. The high-wing aeroniser 1 is powered by turboprop engines 18. A major portion of the combustion energy of the fuel in the engines 18 is used to drive the propellers, and only a portion of it escapes in the low-velocity exhaust gas and produces the recoil force. The 18-propeller turbine engines are twin-shaft with 20,000 HP double-unit compressors. Turboprop engines 18 ensure reliable operation in all weather conditions, and counter-rotating propellers provide high thrust in relation to the own weight of the engines 18 and in relation to their front surface. The propellers are made of metal by milling duralumin forgings and connected in the hubs. Fuel is supplied to the engines 18 through a system consisting of tanks, shutoff and non-return valves, pumps, filters, and fuel lines. The fuel tanks are located in the container platform 9, under the upper deck 42 and in the wings 13. The fuel from the individual tanks is pumped by electric motors to a service tank located in the airframe near the center of total gravity. Fuel is pumped into the service tank in a strictly defined sequence, preventing a significant change in the center of gravity over long distances. The complete use of the fuel accumulated in the tanks is ensured by the intake ports installed at the bottom. Check valves prevent the change of the fuel flow direction.

In addition, the fuel tanks and sections of the fuel supply to the engines 18 have fire protection. Fire protection consists in installing shut-off valves, if necessary, the fuel supply to engines 18, partitions and automatic fire extinguishers, and filling the free space in the tanks with inert gas collected in high pressure cylinders. The same fuel installation feeds the turbojet engines 41 driving the fan 40. The high-wing aerator 1 of the above-described construction is capable of transporting large cargo units over long distances.

Figure 12 and Figure 13 show the biplane aeronizer 50 and Figures 14 and Fig. 15 show the three-lobe aeronizer. The above-mentioned airframes are a variant of the high-wing air carrier with the difference that they have a higher load capacity, which is associated with a change in geometric parameters, and there are additional structural elements. The width B2 of the biplane aerocar 51 is equal to the width B3 of the three-lobe aerocar 51. The length L2 of the biplane aerocar 50 also equals the length L3 of the three-lobe aerocar 51, and both are greater than the already indicated length Li of the high wing aerocar 1. But the height H2 of the biplane aircarrier 50 is less than the height H3 of the three-wing aircarrier 51 due to the smaller cross-section of the container platform 52 relative to the three-wing container platform 53. The indicated geometrical differences are increased after taking into account the tailings and the position of the wings. The platforms 52, 53 are also slightly convex at the bottom, whereupon they become strongly curved at both ends and form a streamlined aerodynamic profile with the clamps 54 and 55.

In the center of the two- and three-lobe aeronizers 50,51 are placed at the top of the aerodynamic containers 56, 57, 58 with horizontally formed roofs having a shell structure. Only slightly convex roofs of the side containers undergo the aforementioned curvature and turn into gentle profiles of the side walls. As a result, the 50, 51, two- and three-lobe aerators are distinguished by high fullness. The elongation factor A2 of the biplane 50 and 512 approximately equal to the elongation factor A3 of the three-lobe aerocar 51 as measured by the ratio of the length L2 to the height H2 is approximately 7.2. The front parts of both 50,51 aerocarers are oval and provide space for navigation cabins 59,60. The length of the 52.53 container platforms of these airframes is identical to the length of the platform 9 of the high-wing aircarrier. But the width of these platforms 52, 53 is greater than that of the high-wing platform 9 by an amount equal to the base of the middle containers of IA ISO dimension. The lower wings 61 and the upper wings 62 of the biplane 50 are characterized by an equal angle / 2 slope, without the upper wings being facing the lower ones.

In contrast, the taper coefficient 772 of the upper wings 62 is greater than that of the lower wings 61, corresponding to the greater length I2 of the maximum chord of the aerodynamically active mid-lobe to the length lk2 of the final chord. The positive lift angle 61 of the lower wings 61 of the biplane air carrier 50 causes the wingspan b2 of these wings to be smaller than the spread b2 of the upper horizontal wings 62. In flight, this arrangement of lower and upper wings 61, 62 increases the lateral stability of this airframe. The area of the lower wings 61 is S2, which is smaller than the area S3 of the wings 62 of the upper wings of the biplane 50. Consequently, the elongation factor Λ 2 of the upper wings 62 is smaller than that of the lower wings 61. The three-lobe aeronizer 51 has the same geometrical characteristics and wing arrangement 63, 64, lower and middle wings as the biplane aeronizer 50. Increasing the lifting capacity is caused by the lifting force P _{from the} upper wings 65 with an efficiently working mid-wing. The upper wingspan 65 is equal to the middle wingspan bs 64 and is greater than the lower wingspan b4 63 (Fig. 16 and Fig. 17). At the same angle / 3 for all the wings 63, 64, 65, the ratio of the maximum chord length I3 to the final chord length I3 increases, and therefore the taper ratio of the upper wings 65 to the lower wings 63 also increases. The low sheer of the lower wings 63 and the span bs = be of the wings 64, 65, middle and upper wings ensure high lateral stability. The wings 63,64,65 of this airframe are also not ahead of each other. The air carrier 50, 51, two- and three-lobes have fins 66, 67 rudders 68, 69 high attached to the fins 70, 71 rudders 72, 73 T-direction, which allows limiting the area of each horizontal tail due to the height of its arm. Again, the fins 70, 71 of the rudders 72, 73 of the direction have characteristic deflections of the leading edge, thereby reducing the geometric elongation of each of these tips. The biplane aeronizer 50 has a tail of a height with a span U2 equal to the tail span 113 of the height of the three-lobe aerocar 51. The slant of the height tail extensions in both 50.51 aerators increases the lift arm, so that the horizontal height tail pieces have average elongations and geometric convergence, and symmetrical aerodynamic profiles are characterized by a small relative thickness. The direction and height of the flight of the three-lobe aircarrier 51 is mainly determined by the tail, assisted by the action of the frontal tail. The ballast 74 of the rudder 75 is attached to the top of the navigation cabin 60.

On the other hand, the fins 76 of the height rudders 77 are connected to the side of the cabin 60. The height front tail has a span of U4 = U3, with a smaller rudder area of 75.77 direction and height, however. In flight, the rudder 75 moves over the central aerodynamic container 58, while the operation of the head rudder 77 does not extend beyond the geometry of the chartroom 60. The interaction of the front and rear flares has an impact on the wing mechanization. Because thanks to the forces shaping on the rudders

73.75 directions, the forces transmitted by ailerons 19 of wings 63.64 are reduced. During reloading, the rudders 75, 77 are folded, which reduces the risk of their damage and increases the freedom of handling.

The wings 61.62 of the biplane aircarrier 50 and the wings 63.64 of the three-lobed aircarrier 51 have the same mechanization as the wings 13 of the high-wing aircarrier 1. The exceptions are the upper wings 65 attached to the goal 78 of the three-leaf air carrier 51, without ailerons 19 and having a different flap design. The factor c _{of the} force P _{from the} upper wing 65 of the upper wings of the three-blade aerocar 51 is increased by the jet flaps installed near the trailing edge through which the exhaust stream from five turboprop engines 18 escapes. By means of the control flaps, the gas flows led through the slots can be directed at different angles to the surfaces of the upper wings 65. The distance between these wings

150 512 and the middle wings 64 do not pose a thermal risk and have a positive effect on the boundary layer at the trailing edges of the middle wings 64. The jet control of the boundary layer on the leaves is carried out in slots specially made for this purpose.

Due to the aerodynamic independence of the wings of the wing air carriers 50, 51, unlike the high wing air carrier 1, the resultant of the aerodynamic forces occurs at the apparent pressure point. Fig. 18 shows a fragment of a three-leaf air carrier 51 with a brace 55 for middle wings 64 and gate 78 for upper wings 65. The container platform 53 of this airframe, like the platform 52 of the biplane air carrier 50, has the same structure as the above-described container platform 9 of the high wing air carrier 1. The main differences are in the density of the cargo and the volume of the channels, central and transverse airbags, corresponding to the increased load capacity of containerized loads. Attention is only drawn to the attachment of the lower wings 61 and 63 of both airframes. Wings 61,63 are mounted on an integral mid-plane grid, connected directly to the longitudinal members. The integral midpayment grate is made of reinforced ribs as the basic strength elements. They are equivalent to the lower wing girders 61, 63 and are connected to them by metal fittings. The auxiliary girders of the lower wings 61,63 are connected by fittings with normal ribs. The fittings of the main girders of these wings transfer the reinforced bending moments to the ribs, and the fittings of the auxiliary girders transfer the torsional moments. As a result of the placement of the lower wings 61, 63, they form a kind of a beam with the total bending moment concentrated in the symmetry axis of the two- and three-lobed air carriers. Bending moments on the bonds of both clamps 54, 55, in which the fastenings of the lower projections connect with the basic bindings of the lower wings 61, 63, are eliminated.

The tubular girders in the bracket 55 of the three-lobe aerocar 51 pass continuously through the mates of the middle wing girders 64 and constitute the essential force elements of the goal 78. The leading edges of the gate 78 are highly curved, followed by a gradual narrowing towards the trailing edge. The shape of the goal 78 in a longitudinal configuration is defined by ribs binding the tubular girders. The covering is also integral and forcibly cooperates with the fins of the goal 78 and the covering of the center wings 64. The gate 78 on both sides ends with an aircraft frame with a flat outer surface with top wing mountings 65 and exits for electrical and fuel connections. The hulls of 79.80 50.51 twin and triple lobes have similar geometrical dimensions and the same shell structure.

The essential differences are the upper and side openings 43, 44 enlarged in the triple-lobe air carrier 51, supplying air to the fan mechanism 40 producing an air cushion under the airplane. Fig. 19 and Fig. 20 show the two-lobe and three-lobe air carriers 50, 51, and Fig. 21 and Fig. 22 show the geometrical parameters of the aircraft 81 of the container ship. Aircraft 81 has a width B4 greater than the widths B2 and B3 of the 50.51 two- and three-lobe aeronists by 3.3 percent. In contrast, the length L <of aircraft 81 is increased compared to the 50.51 air carriers by about 17 percent. The fuselage 82 of the 81 aircraft has the height H4. The width B4 and the height H4 are measured outside the wings of the airplane 81, in the vicinity of which there is a buckling of the fuselage 82. The fuselage 82 has a high fullness, adapted to the transported containers with dimensions according to ISO standards and a flight speed close to 0.9 Ma. The elongation factor A4 of the 81st container ship, also measured by the ratio of the length L4 to the height H4, is 7.5. The head portion of the aircraft 81 has an oval shape with a slight forward convexity and constitutes the rooms of the navigation cabin 83.

The navigation cabin 83 has a shell structure to which the fin 84 of the rudder 85 is attached at the top, and the fins 86 of the rudders 87 in height are attached to the side. The head rudders 87 in height have a span us smaller than the span EU of the rudders 88 in height attached to the fins 89 connected to the rudder 91 fin 90 in a T-shape in the tail section. The height of the front rudder 85 is almost half the height of the tail rudder 91 of the rudder 91. The lower sheer wings 92 have a positive skew angle equal to the straight skew angle of the negative sheer upper wing 93. The central sash 94 is straight and trapezoidal in shape with a slight skew angle.

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The upper wing 93 on the end edge lines is ahead of the middle wings 94 of length 1p and the same number of middle wings 94 in relation to the lower wings 92. The upper wing 93 is attached to the gate 95 of the aircraft 81. The given system of wings 92, 93, 94 with an enlarged surface eliminates the phenomenon of shading at high angles of attack and strong winds.

In elevation, the lower wings 92 theoretically shade the upper wings 94 on each side with an adc area, and these in turn shade the wing 93 with an abc area of the same area. The taper factor / 74 of the upper wing 93 (L »: ta) is approximately equal to the taper coefficient of middle wings 94 · The area of 4 lower wings 92 is smaller than the area Se of middle wings 94 by the aerodynamically active mid-lobe area. The upper wing 93 has the largest area of S5. The slight inclination angle of the lower wings 92 makes their span smaller than the equal span of the middle wings 94 and the upper wing 93. Hence, the elongation factor Λ3 of the upper wing 93 is smaller than that of the middle and lower wings 94.92. The flight of airplane 81 is fundamentally changed. The length L4 and high total weight require securing the longitudinal stability of the airframe. This effect is achieved due to the distribution of aerodynamic forces at the wing pressure points 92,93,94 over a section equal to about 11 percent of the length L4.

In the opposing wing configuration 92, 93, 94 also the forces P in the twin-flow turbojets 96 are distributed over 9 percent of the length L4. Under these conditions, the maneuvering of the airplane 81 is made possible by the rudders 87, 88 of the altitudes and the rudders 85, 91 of the direction with increased surfaces and elongated arms. The wings of the 92,93,94 of the 81 aircraft have the same mechanization as the wings of the 1,50,51 airfoil aerators. Wings 92, 94, lower and middle, are constructed in the known technology of aircraft structures. The distinguishing feature of the upper wing 93 structure is the crowning of its spars in the symmetry line of the aircraft 81. In order to stiffen the upper wing 93, strut girders are used, the first of which runs along the leading edge of the mid-wing to attach the nacelle fins of twin-flow turbojet engines. The second girder reinforces the upper wing 93 over a greater span and is fixed from the first by a distance equal to 0.25 L4.

Figure 23 shows the airplane 81 container ship with the navigation cabin 83 raised and the containers placed in the fuselage 82. In contrast to the 1,50,51 wing air carriers, the airplane 81 has the entire fuselage 82 built in a shell structure, the strength of which is increased by reinforced frames arranged in increments of 0.1 L4. Large-section reinforced frames are located in the buckling of fuselage 82 and have joints with wings 92,

94. lower and middle, and the extensions of these lips are the essential force elements of the goal

95. The 50, 51, two- and three-lobe air carriers and 81 container ship aircraft have landing gear, front and main, as well as rear supports with extended legs and pneumatic feet. The rear supports prevent the airframes from tipping when the load of the front parts is unloaded. The take-off and landing of these airframes takes place on the air cushions produced by a mechanical system of the same structure as described in the embodiment of the high-wing air carrier.

In the current variants of airframes, the mechanical system of the airbags is distinguished by significantly greater efficiency. But the increased tonnage of the airframes reduces the lift height on the airbags. The 50.51 two and three-lobe aircrafts and 81 container ship aircraft also have conical airbags under the lower 61, 63, 92 wings. The nozzles there create cone-shaped airbags on each side, closed by air curtains inclined at negative angles. The conical airbags do not obstruct the ailerons 19 or the flaps. Moreover, tubular girders conducting air to the circular nozzles are connected to nozzles surrounding the leading edges of the motors 18,

96. The shields, formed by the concentrated air jets exiting these nozzles, protect the immobilized motors 18, 96 from excessive dust or moisture during standstill or in the initial stages of take-off. The 50, 61, two- and three-lobe airplanes and 81 container ship aircraft have the ability to transport cargo over long distances and the ability to take off and land at airports with relatively low runway strength.

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Claims (6)

Patent claims 1. Aeronizers intended for the transport of containers, having fuselage sections with a tail flap and upper or lower wings, as well as wheeled undercarriages and propulsion engines, characterized in that they have grate platforms (9, 53) for container with aerodynamic containers (4, 7, 58) and clamps (10.55), as well as peripheral nozzles (35) and an airbag fan (40) and sliding navigation cabins (11, 60). 2. Aerosols according to claim 1 3. A device according to claim 1, characterized in that the side aerodynamic container (7) has a shell wall (22) connected to the roof (21) and the floor and the door (24). 3. Aeronizers according to claim 1, A device as claimed in claim 1, characterized in that the two-part clamp (10) of the high wing carrier (1) with wings (13) has hydraulic cylinders (37). 4. Aeronizers according to claim 1, A device as claimed in claim 1, characterized in that the fan (40) is provided on a booth (46) with turbojet engines (41) and a central duct (33) and transverse channels (34). 5. Aeronizers according to claim 1, The lower and middle wing (55) of the lower and middle wings (55) with the gate (78) with the upper wing (65) and the front rudders (75, 77) in the direction and height are located in the aerocar (51). ) three-blade. fig. 2 fig. 5 fig. 8 ί44 150 512 Fig. 16 ------------ fig. 17 6J fig. 19 X, 150 512 - [3?> Π fig. 22 fig. 23