THE TECHNICAL FIELD The invention relates to the field of transport and it concerns aircrafts of the ground-effect vehicles type, namely: GETOL aircrafts which are capable to take-off and landing on aerodromes of any category or even if an aerodrome is not available. More precisely, it concerns methods of enhancing of the aerodynamic and transport characteristics of aircrafts which use the wing-in- ground effect when they are travelling near water and hard surfaces, and because of these flight features they are called"ground-air amphibians" (GA). This is due to the use of new constructional elements and also because of the provision of higher and more reliable ecological safety masures during cargo transportation both in the vicinity of a supporting surface and outside of this.

ß DESCRIPTION OF THE PRIOR ART Known in the prior art is a method of enhancing the fineness ratio of a vehicle and an aircraft for its implementation (cf. HO u 96/33896, Int. Cl. B 60 U i/08, 31 October 1996).

The known method of enchancing of lift-to-drag (L/D) ratio of the aircraft resides in the fact that an increased pressure zone is created between its wing and the supporting surface during the aircraft flight.

On reaching a flight speed which exceeds the aircraft lift off supporting surface speed, this increased pressure zone air portion is carried outside. The air portion removed is accelerated to a speed that is more than a ram air speed and then this air is exhausted on the wing top surface in the direction of the wing's rearmost edge. The aircraft comprises the wing having a cross and longitudinal load-bearing elements and also ducts disposed between the longitudinal load-bearing members.

A drawback of the known method and a drawback of the construction of the aircraft intended for its implementation resides in the fact that the L/D ratio drops its values which are close to the aircrafts ones while the speed of a flight is increasing. It occurs due to a lifting dynamic component enhancing during the flight speed increase, that, in turn, results to the flight height increase. In this case a surface lift component decreases.

Known in the prior art is a method of optimization of aerodynamic and transport characteristics of the ground-effect vehicle by means of the aircraft new constructional elements change (cf. HO 97/17241, Int. Cl.

8 60 U 1/08,15 May 1997). The ground-effect vehicle comprises a body, a tail and wings disposed on both sides of the body and profile in the form of a triangle at the view from above. The wing incidence is variable and on approach nearer to the body its value increases.

However, such a ground-effect vehicle is only adapted for flights in the vicinity of the supporting

surface where a ground effect exists and such a vehicle is unable to fly outside of this.

Known in the prior art is a marine passenger ground-effect vehicle, comprising a hull, a tail and a powerplant. This vehicle has a compound cranked wing with a cranked panel. The wing aspect ratio k varies from 4 to 5. The ground-effect vehicle is provided with the tail having a vertical wing in form of two keels and a horizontal wing that is supporte by these keels end <BR> <BR> <BR> ribs (cf. RU Patent? 2076816, Int. Cl. B 60 U 1/08,<BR> <BR> <BR> <BR> <BR> 1977).

The drawback of the known ground-effect vehicle resides in the fact that it yields to up-to-dates airplanes in respect of flight and economic indices.

In the technical essence one of the nearest analoques discovered is the method of the wing lifting properties enhancing implemented in the wing-in-ground effect ship"Orljonok"the construction of which was designed by R. E. filekseev (cf. the journal"Krylya Rodiny" (Notherland's Hings) &num 11, 199t, pp. 28-29 (in Russian). This nearest analoque is taken as prototype.

The wing-in-ground effect ship"Orljonok"has an aeroplane construction schematic diagram and it comprises a fuselage and low-mounted, long-chord and low-aspect-ratio wing (its aspect ratio k equals 5) with end plates and with a power-consuming high-lift device. The wing-in-ground effect ship"Orljonok"has a T-tai. Its powerplant consists of a starting unit and of a cruise unit. The starting unit has two blow by- pass engines disposed into the body, at the nose part before the wing, in order to perform gas blower functions and to blow gas under the wing to create an air cushion. The cruise unit has one turboprop engine disposed at a keel and a stabilizer junction.

First of all, the known prototype's drawback resides in the fact that it has a low transport efficiency in respect of such indices as a maximal payload, passenger seats quantity, fuel consumption, seasonal operation. In addition the fuselage of the ship"Orljonok"does not create a lift. In this case ground effect use is restricted by a small chord wing (h > 0,1) and this effect causes the wing lifting properties to enhance that amount to 60-70% in total.

The wing-in-ground effect ships excessive power to weight ratio explains itself by its unoptimal take-off and landing method and by the fact that such a ship is destined to operate in two environments, nanely: both in the air and in the water which differ one from another in respect of density 800 times as large.

Due to the strucural features of the wing-in-ground effect ship"Orlionok"the nose blow engines operation is required during the cruise flight in the vicinity of the supporting surface which causes a high noise level in cabins and in the pilot's cabin and particularly during take-off from an unimproved flight pad, but a dynamic air cushion exerts a negative ecological influence upon the soil. The separation of the powerplant along the fuselage results in the wing-in- ground effect ship"Orljonok"complex schematic constructive and loading diagram. Such construction strength ensures a significant increase in the specific quantity of metal per structure and that results in this ground-effect vehicle's payload weight decrease.

DISCLOSURE OF THE INUENTION The object of the present invention is to work out of a method of complex enhancing of the aerodynamic and transport characteristics of the aircraft-the ground-air amphibian. Another objective of the present invention is to offer an effective method of vehicle

flight control and also to provide a stability and manoeuvrability characteristics to flights both in the vicinity of the supporting surface and outside of it.

Yet another object of the present invention is to design an aircraft-a ground-air amphibian (6fifi) which is capable of: -flying not only in the near-the-ground mode but also under a free flight condition with a high aerodynamic efficiency ; -stabilization and control of the flight vehicle in all nodes, including take-off and landing: -easy flying control: -economy passengers and cargo transportation when covering considerable distances.

In order to enchance the aerodynamic and transport characteristics the offered method comprises of the following steps : -creating the vehicle'sadditional lift by means of the wing top surface flow suction which is realized by the lift fans air intakes disposition at the wing top surface: -the creation of a multi-chamber static air cushion under the fuselage and under the wing ; -the provision of lift fans blades with lifting properties ; -enhancing the effect of the lift fans blades by means of supplying their actuators with additional gas generators power owing to the cutting-off of cruise propulsors and in this case a power transfer and distribution from the gas generators to the cruise propulsors and lift fans actuators is carryed out by a gasdynamic method.

The method of the ground-air amphibian control is realized by the use of a variation of its lift and by means of the propulsors thrust forces variation. In this case, firstly, the all-over horse-power of the

powerplant is used for the creation of an air cushion and then upon completion of take-off a gradual redistribution of power from the lift fans to the cruise propulsors is carryed out in order to impart a translation motion to the ground-air vehicle in the direction of the longitudinal axis of its fuselage. The value transferred power varies in proportion to the wing lift growth as propulsion speed is increased. Upon going into cruise flight mode, over 100X of power, produced by the gas generators, is used by the cruise propulsors in order to insure a horizontal propulsion when the lift fans are completely de-energized. On going into brake mode, at the beginning, the cruise propulsors thrust is decreased. Flaps and flap-ailerons are moved out and then a part of the power is smoothly redistributed from the cruise propulsors to the lift fans. At the same time a transferred power value is varied in proportion to the wings lift decrease as the propulsion speed is reduced. The gas generators operation speeds up in order to sinultaneously ensure the cruise propulsors reversal operation mode and to intensificate the lift fans operation. The cruise propulsors reversa operation mode is obtained by means of a propeller's blade incidence variation to its negative value.

On braking the horizontal speed is reduced to zero and a manoeuvre operation mode is realized by means of a part power transfer to one or both cruise propulsors.

On vehicle landing the cruise propulsors are completely de-energized and the lift fans operation maximal power is smoothly reduced to zero when the vehicle touches down on the supporting surface.

The standard size of the ground-air amphibian, for example (CQ-120), is defined by its take-off weight ranges from 120 to 150 tons. This amphibian in which the disclosed methods are realized comprises of a fuselage with a passenger cabin and cargo compartments, a wing

with end plates, a powerplant with cruise propulsors and fans drives for the formation of a take-off and landing multi-chamber air cushion and also motion control and stabilization systems. In this case the fuselage has an incidence that is more than zero but its value is less than the wing incidence. The gas generators are connected with the actuators by gas conduits. The fans are of the lifting type. These ducted fans are mounted on the fuselage and the wing junction and their annular ducts exits are on the wing top surface. The air cushion chambers are provided with a jet curtain and their disposition is based-on the principle of three-wheel landing gear.

As an alternative variant, the lift wing end plates are manufactured with removeable suspended passenger or freight modular sections. These sections are fastened by means of three hydraucally-driven locks and by means of conical, centering and adjusting pins. A process of the attached suspended modular sections is carried out by means of a carrier run-over upon the standing modular section until the pins ends enter into the conical openings. Conical surfaces do not require a high accuracy mooring (run-over), since the modular section opening outer diameter is significantly more than the diameter of the carrier pin end. As soon as all three pins exit into the openings a wedge-shaped arm enters into the pin grip, and all three pins are tightened into the openings by means of the hydraulic power cylinder until a finish fit is obtained. After the conical pins tighten the catches of three locks, spaced apart in the direction. of the end plate, operate, obtaining a reliable bearing between the end plate side surface and the modular section. On motion, all-over loads are taken up by three pins and by the catches of two locks, and in this case both the pins and the catches work in shear and tension. So an attaching realibility is assured by strenght analysis and material properties and by the

construction sizes of the pins and locks catches.

The powerplant consists of air intakes, gas generators, lift fans and cruise propulsors with actuators and this powerplant also has gas conduits which are thermostatically controlled by their gas distributors.

Longitudinal skeg skirts are mounted on the bottom plane of the fuselage and on the wing lower planes of the wing and on the modular sections lower planes.

The gas generators are disposed into the fuselage in order to provide them with enviromental protection.

R BRIEF DESCRIPTION OF THE DRAWINGS The disclosed method of the complex enhancing of aerodynamic and transport characteristics and method of the fligth control are realised in the ground-air amphibian which is diagrammatically shown in the accompaning drawings, wherein : FIG. 1 is a lateral view of the vehicle; FIG. 2 is a top view of the vehicle shown in FI6. 1 : FIG. 3 is a cross-section taken on the line Q-R of FIGURE 1 ; FIG. 4 is a front view of the vehicle shown in FIGURE i; FIG. 5 is a rear view of the vehicle shown in FIG. 1; FIG. 6 is a diagrammatical drawing of the lift fan ; FI6.7 is a comparative plot of various vechicles characteristics.

THE BEST METHOD OF THE CARRYING OUT THE INUENTION The vehicle-the ground-air amphibian comprises a fuselage i with passenger or freight compartments 2 and powerplant having air intakes 3, gas generators 4, lift fans 5, gas distributors 6, a gas conduits 7

thermostatically controlled and a cruise propulsors 8.

Lift wings 9 are made with a small aspect ratio. They have end plates 10. A removeable suspended passenger or freight modules 11 are secured to the lift wings end plates 10. At the bottom of the fuselage an air blower is formed by the ducted lift fans 5 which are disposed at the fuselage 1 and the wing 9 junction. The fans annular ducts 12 exits are on the wing 9 top surface.

The bottom plane of the fuselage 1 has an incidence which is more than zero but its value is less than the lift wing 9 incidence. Longitudinal skeg skirts 13 are mounted on the bottom plane of the fuselage 1 and at the modular sections 11 lower planes. The air cushion chambers I, II and III are disposed so that they are based on the principle of three-support carriage and they are provided with a jet curtain 14. The lift wing 9 has a leading edge sweep and a trailing edge sweep and this wing is provided with flaps 15 and flap-ailerons 16. The suspended modular sections 11 are fastened by means of hydraulically-driven locks 17 and by means of a conical, centering and adjusting pins 18 to the lift wing 9 end plates 10. The gas generators 4 are disposed into the fuselage but the prototype existing amphibian gas generators are disposed into suspended underwing engine nacelles. Such gas generators disposition protects them from outer clogging up. The gas conduits 7, leading from the gas generators 4 to the actuators 19 of the cruise propulsors 8 and the lift fans 5 are thermostatically controlled, i. e. they are provided with an environmental protection by means of reliable thermal insulation. The lift fans 5 have a sabre-like blades 20 (in plane view). A great chord of the low bearing surface of the fuselage of the ground-air amphibian Go-120 in case of motion in the air provides the fuselage lift increment in 2-3 times against the prototype fuselage since the flight's nondimensional height h is less than 0,1 of the aerodynamic mean chord value of the wing. In FIC. 7 ground-effect

vehicles (the 6QQ-120, the ship"Orljonok"etc.) L/D ratio K plotted against the flight nondimensional height h = h/HNC, where: h-absolute flights height, HNC-nean aerodynamic chord. Existing ground-effect vehicles have these values as follows: the wing-in- ground effect ship"Orljonok"value K equals about 14, the ground-effect vechicle"Lun"value K equals about 13,8, but the offered ground-air amphibian 6NQ-120, disclosed in this invention, has a value K that equals about 26. On a cruise flight when the aircrafts speed equals 400 kilometers per hour the vehicle"Orljonok" and the GAA-120 lift Y is the same and constitutes 120 tons. The total drag of the wing-in-ground effect ship "Orljonok"equals 9 tons. The total drag of the MA-120 constitutes 5 tons. The mean aerodynamic chord of the wing-in-ground effect ship"Orljonok"is 5,4 meters.

The mean aerodynamic chord of the CNQ-120 equals 12 meters while the wing-in-ground effect vehicle <BR> <BR> "Orljonok"absolute height h = h x 10 x (HSC) = 5,4 x x 0,15 = 0,81 m, but the vehicle Go-120 absolute height h = 12 x 0,06 = 0,72 m. This means that at the same heights of flight the vehicle GAA-120 L/D ratio is practically about twice as large as the ship"Orlionok" L/D ratio (their values K equal about 28 and about 14 consiquently).

In cases of various speeds, experimental curves K = f (h) are plotted (FI6.7). On increase of the flight speed at natural heights over the supporting surface the L/D ratio increases. It leads to a self-regulating choice of the flight height by the vehicle, the height of which over the supporting surface is increased. In order to overcome any unexpected obstacles en route flying up is carried out by means of incidence variation and/or by means of a high-lift devices extension (by use of flaps-ailerons).

On designing and construction of the ground-air amphibian a turn to aviation standards allows the weight of the fuselage construction to diminish to more than 40X of the take-off weight in respect of the prototype in the form of the wing-in-ground effect ship "Orljonok". In this case the increase of a payload equals. the mentioned value. another offered technical solution feature consists of the fact that the 6QQ-120 is designed in order to take-off and to land not only on a water surface and this vehicle is not only able to move over the water surface but to hover over it at a height of 0,5-1 m in order to carry out rescue works and cargo handling by extended ladders, ramps and other devices. In this way the disclosed vehicle differs radically from the prototype.

In order to provide a vertical take-off from any supporting surface without being overcome by friction forces and rolling and hydrodynamic drag the air cushion zone is divided into separate chambers I, II, III so the air does not overflow from one chamber to another.

The vehicle Go-120 has three such chambers. Such constructional resolution creates a multi-chamber static air cushion. In addition to an air cushion mechanical skirt constituting of flaps 15, flaps-ailerons 16 and skegs 13 a jet curtain i4 is disposed around the edges of the air cushion zone and the jet curtain 14 is formed by gas jets exhausting under the bearing surface.

Furthermore, the lift fan blades of great diameter give an additional lift as well as the multi-chamber static air cushion force. Thus, on hovering and manoeuvreing the vehicle 6M-120's total over-all lift has the following components: -a static air cushion lift which gives 40%, -a reaction of air mass exhausted by fans gives 8%,

-an aerodynamic lift of all fan blades constitutes 35X, -boundary layer suction at the upper aerofoil section by the fans air intakes constitutes about 7%, -blowing at the upper aeroroil section of the wing provides. no more than 6X, -leading flaps extension provides more than 4%.

On condition that the over-all aircraft lift constitutes 120 tons in case of hovering, the absolute values of over-all lift components can be estimated as follows: 40% + 8% + 35X + 7% + 6% + 4% = 1007.

48t 4t+ 6t + 48t= 120 t Such complex forces components and their distribution variants allows the vehicle GNQ-120 to operate a vertical take-off with a considerable climb (when a height equals 0,5-2,0 m) and allows the operation of such flights without traditional air cushion flexible skirts used on condition that various barriers are overcome by that. Upon motion of the vehicles 6NQ-120 and"Orlionok"at the same height, the GM L/D ratio equals 26 but the ship"Orljonok"L/D ratio consists of 14. The difference is 12 units. It can be used in two aspects: a power consumption can be decreased on condition that the fuel economy will be twice as much or a payload may have an increase of about 20X of take-off weight, i. e. this increase equals 20 tons. It creates the possibility of mounting suspended modular sections which are destined for added payload weight disposition (for example, it can be done in order to disposite two payload suspended modular sections each of which weighsr 12 tons).

In the realization of the offered technical <BR> <BR> <BR> solution, a transfer of the 6AA-120 into the domain of L/D ratio with a value K that equals about 26, such a

class of vehicles transport efficiency is increased since aeroplanes with the best indices have the L/D ratio value K that equals about 19-22. The ground-air amphibian powerplant is formed on the basis of gas turbine units of serial production. The gas generator 4 produces a working medium in the form of high- temperature gas and this working medium is distributed in necessary amounts by means of the thermostatically controlled gas conduits 7 system and by the gas distributors 6 (i. e. by flaps) to actuators 19, (i. e. to free turbines) of the cruise propulsors 8 and lift ducted fans 12. Such energy complex allows if necessary the use of 100% of power in order to create an air cushion, or at the same time to use 100X of power in order to create the cruise propulsors thrust as distinct from existing traditional air cushion vehicles in which power capacities are usually distributed by means of a rigid transmission with the following standard mode: the air cushion power consumption makes up 30X and the propulsion thrust consumption amounts to 70%. For example, in case of ascent, hovering, manoeuvreing in the vicinity of a supporting surface, a great deal of power is used in order to create the air cushion but in case of cruise flight all gas generator power is consume in order to actuate the cruise propulsors (at that time the lift fans are de-energized).

The gasdynamic method of power transfer and control by means of the thermostatically controlled gas conduits 7 provides a kinematic communication between the gas generators 4 and the actuators 19 and allows it to distribue as smoothly as required and this method eliminates the use of rigid mechanical power transmissions of such type as gear boxes, couplings, bearing and other units. In all it simplifies the powerplant construction and decreases its cost.

It increases the reliability of the powerplant and decreases its weight to about 4% of the vehicle take-off

weight (that equals 4,8 tons) and it, in turn, increases the transport efficiency of the disclosed vehicle gan- 120 according to the present invention and it also simplifies the vehicle's flight control. Furthermore, the powerplant arrangement is implemented so that the gas generators 4, the most vulnerable in other vehicles, are disposed within the fuselage 1, and the air intake is removed into a ran air"net"zone, but centripetal forces in the air intake bends realize a separation of particles (sand, water, snow, ice, biomass) the density of which is more than the air density. Thus, the ducted part is protected against clogging from outside. It increases the service life and realibility of the powerplant operation.

The sabre-like blades of the lift fans 5 are manufactured with a variable profile and with a long- chord that permits them to create an additional lift in efficiency which is comparable to the efficiency of the rotor blades of a helicopter (FIG. 6). Their disposition in annular ducts 12 and in the air cushion pressure zone (p > 0,125) increases the lift additionally by 8X, and besides that, the blades 20 operate in the ground effect zone (h = 0,2) which increases their lifting properties by 50-80X additionally in comparison with the efficiency of the horizontal thrust propellers. In other words, the lift fans 5 permit an increase in the weight of the payload disposed aboard an aircraft to a total to 50X of the take-off weight (i. e. 60 tons) which increases the mounting possibility of the suspended modular sections.

It also increases the transport efficiency of the 6RQ-120.

In accordance with the disclosed method the bottom plane of the wide fuselage is used as a lifting surface of the compound wing 9. It has an incidence that is more than zero but its value is less than the wing incidence in the root section. It is offered that this incidence

has a value of 2-4 degrees as in the case of one of the manufacturing variants. Therefore in case of motion over the supporting surface, an additional lift is created under this fuselage bottom plane that equals 35X of the total lift. The wing 9 lift surface area is defined by means of the end plates 10 to which the removeable suspended modules are secured and inductive losses under the fuselage are decreased by these end plates and by the longitudinal skeg skirts. The lift Yf is calculated as follows: 2 (p x U Yf = Cy x-----x S, 2 where : Cy-lift coefficient, o-air density, U-flight speed, S-the fuselage area.

On aerodynamic test of the fuselage model had shown that there is a lift coefficient Cy = 0,38 in this case.

The fuselage lift surface has the following dimensions: width-9 m, length-200 m and area-180 sq, meters.

In case of flight with the speed constituting 400 km/hr (lll meters per second) when the air density p equals 0,125 kg x sq. s per aeter raised to the fourth power the lift will be equal to 52672 kg. If it is suggested that the GAA maximum take-off weight constitutes 100'Z, then the lift Yf equals 35X of the value which equals 120 tons. A base wing and the suspended modular sections support the rest of the weight that constitutes 65X of this maximum take-off weight. Taking into account that the fuselage bears 75X of the payload which equals 45 tons when, the payload equals 60 tons and taking into account that the fuselage lift constitutes 52,7 tons it is obvious that the fuselage lift value is more than that of the payload.

The lift fans 5 are disposed in the annular ducts 12 and at the fuselage I and the wing 9 junction so that

the blow of air at the air cushion zone into its three chambers I, II and III is separated. In this case they provide a stable air flow which creates a gauge pressure under the wing 9 and the fuselage 1. But in addition, the lift fans also have their own lift force. The lift fan 5 represents by itself an axial. installation with six sabre-like blades 20 of chord increased. The fan diameter equals 7 meters, and its hub diameter is 2 meters. In condition that on rotation a linear speed of the blade tip equals to 300 meters per second and the hub linear speed constitutes 86 meters per second then the blade mean linear speed should be of 386/2 = 193 meters per second. When the lift's aerodynamic coefficient iS determined by the use of a wind tunnel and this coefficient Cy = 0,96 on condition that a mean incidence equals 12 degrees then one blade lift can be calculated as follows: 2 <BR> <BR> <BR> <BR> p x U 2<BR> <BR> <BR> <BR> <BR> <BR> Yb. = Cy x x S, where : J0 = 0, i78 kg x s per meter 2 raised to the fourth power; U = 193 m/s, S = 2,5 sq. m, <BR> <BR> <BR> Yb. = 7956 kg. The lift of two fans provided with six sabre-like blades is of 99,5 tons. It provides 63X of the maximum take-off weight of the 6axa-120. Therefore only 37X of the rest of the take-off weight falls on the air cushion (m = 55,5 tons). Let us define the specific pressure of the air cushion. The total area S of the air cushion is 350 sq. meters and then a specific pressure q = m/S = = 55500/350 = 158 kg/sq. m.

Usual. ly surface effect ships (SES) have a specific pressure which is more than 800 kg/sq. m (such SES, as "Kalmar","Jeiran,"Qircraft"). Therefore the specific pressure required by the disclosed construction is so small that it may be retained by means of the jet curtain.

In order to implement the disclosed methods of enhancing aerodynamic transport characteristics the device of the GRQ-120 functions as follows.

On parking and cargo handling all inboard systems are supplie with electricity of three types. There are DC voltage of 27 U, PC voltage of 220 U with current frequency of 50 Hz and AC voltage of 115 U with current frequency of 400 Hz. ft parking turbine generator provides these systems with the said electricity.

When loading is over, the side of an air-ground amphibian is hermetically sealed and two base gas generators start up. Each of them has an equivalent power which is of 5400 H. P. They supply a high- temperature gas (a working medium) to the lift fans actuators by means of the gas distributors and by means of the thermostatically controlled gas conduit. The gas generators go into an operation with 0,6 of nominal power from an idle operation and the fans whip so that their speed equals 85X of their nomional rotation <BR> <BR> <BR> speed. Then the air cushion skirts (i. e. the fuselage and the wings flaps and flaps-ailerons) runs out, the jet curtain is exhausted and the vehicle gains a height of 0,4 n. The gas generators go into a nominal operation condinion-the lift fans whip to a speed of 100X of rotational speed, and the 6AA gains a height of i, 5 m.

On hovering the 6RA trim is tested on condition that a static air cushion exists. Then, a part of the working medium is bypassed into the cruise propulsors actuators by use of the gas distributor, and the 6M horizontal motion is started up while the blowing of elevators and rudders is also accomplished. The GAP is turned in the required notion direction, and the GRR is taxied with low speed in order to occupy the initial part of runway. R run operation is beg: un by means of an increase the working medium supply to the cruise

propulsors actuators and in this case a gas distribution is brought to such a proportion that each of the lift fans and cruise propulsors consumes 50% of the gas quantity. When speed equals to 180-200 km/h a gas flow directed to the lift fans is smoothly cut-off and at the same time the flaps and the flaps-ailerons are retracted, and they are occupy their zero position.

At that time the 606 is energetically accelerated and 100% of working medium is fe. d to the cruise propulsors.

When the 6AA cruise speed of 250-400 km/s is obtained, the operational power of the gas generators is decreased to 0,6 of its nominal value. In this case of standard operation mode, the GM is flying at a naturally chosen height depending on weight, speed and space position (taking into account a heel, a pitch).

On approach to the place of arrival the following operations are carried out at a braking route part: the flaps-ailerons are extended and, as a result, the flight speed is decreased to 200 km/h. The working medium that amounts to 50X of its quantity is fed to the fans, and the fans contrary air emission from a zone disposed under the wing brakes of the vehicle, and its speed is decreased to 100-80 km/h (on condition that the flaps- ailerons are extended but the flaps are not extended yet).

The brake flaps are extended and at the same time the gas generators operation mode is going into the nominal operation condition when 100X of the working <BR> <BR> <BR> medium is fed to the lift fans. At that time the GAA is stopped ia hovering mode at the height of 1, 5 m. Then the GQQ is led in a parking ramp by means of a working medium part feeding to either cruise propulsor. The gas generators operation smoothly goes into the idle mode and the air cushion is being eliminated by means of the flaps retraction. The 6AA smoothly lands on the ground and then the gas generators operation comes to a stop:

the parking turbine generator starts up and the GAR cargo handling and the modules replacement are executed. <BR> <BR> <BR> <BR> <BR> <BR> <P> INDUSTRIAL APPLICABILITY<BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> A use of the disclosed methods, and devices for implementation thereof allows the obtaining of the new highly effective transport facility which is capable of changing and improving all existing transportation systems in the main. Comparative characteristics of the Gaza-120 type vehicle disclosed and of the prototype vehicle in the form of the existing wing-in-ground effect ship"Orljonok"are shown in Table given below.

Table Paraneters"Orljonok"6AA-120 Maximum payload, taking account maximum flight range, t 20 50 Maximum range, taking account maximum total weight, km i500 4000 Cruise speed, km/h 450 400 Specific fuel consumption, kg/h 7700 2600 <BR> <BR> <BR> <BR> <BR> <BR> Airframe service life, yr 30 20<BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> Thrust-weight ratio (thrust one kilogram/take-off weight one kilogram) 0,270 0,360

Table continuation ParameterS"Orljonok"6AA-i20 Operation Seasonal All-the-year- <BR> <BR> <BR> ground<BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> <BR> Basing Helicopter Non-aerodrome Passenger seats quantity, pc. 120 300 additional freight, t 8 30 Specific fuel consumption per passenger per km, g 24 12 The cost price of one kilometer-ton of freight transported is halfed when compare with existing aircrafts. A flights safety is increased and the posibility of penetrating into undevelopped regions and into regions which are difficult of access is risen. The goods traffic mean rate increases from 80 to 300 km/h.

Ecology parameters are essentially improved: toxic gases mission, falls in one volume unit, sound loading, mechanical damages of soil, tundra and bogs are decreased.

The necessity of roads and aerodrome landing grounds construction and lands, forests alienation necessity are reduced.

The use of disclosed methods and device decreases specific quantity of metal per structure, labour- intensiveness and the power-consuming industry of the vehicles of a 6AA type.

The vehicle in the form of the gronund-air amphibian GAA-120 is developed as a multi-purpose vehicle in addition to existing transport facilities.

It relates to the self-contained transport variety which is capable of competing with the existing aeroplanes of R-310, TU-134, ON-8. L-100-30, Boeing- ? 57 types and of competing with existing hydrofoil crafts and hovering crafts.

The disclosed vehicle occupies the transport niche for itself and it has a great development perspective in order to organize new freight traffics in regions where complicated meteorological and operational conditions exist and in regions with a weakly developed transport infrastructure.