Who in childhood did not dream of becoming a pilot, conqueror of the fifth ocean of air! Many romantic natures do not give up this dream even in adulthood. And they can implement it: currently there is a wide variety of aircraft that even amateur pilots can fly. But, unfortunately, if such devices are factory-made and offered for sale, their cost is so high that they are practically inaccessible to most.
However, there is another way - self-production reliable and relatively simple aircraft. For example, a gyroplane. This article offers a description of just such a design that almost any person involved in technical creativity can do. To build a gyroplane you do not need expensive materials and special conditions- there is enough space directly in the apartment, as long as household members and neighbors do not object. And only a limited number of structural parts require turning.
For an enthusiast who has decided to independently manufacture the proposed aircraft, I would recommend assembling a gyrocopter-glider at first. It is lifted into the air by a tow rope attached to a moving vehicle. The flight altitude depends on the length of the cable and can exceed 50 meters. After rising to such a height and the pilot releasing the cable, the gyroplane is able to continue flight, gradually descending at an angle of approximately 15 degrees to the horizon. Such planning will allow the pilot to develop the control skills he needs in free flights. And he will be able to start working on them if he installs an engine with a pusher propeller on the gyroplane. In this case, no changes to the design of the aircraft will be required. With an engine, the gyroplane will be able to reach speeds of up to 150 km/h and rise to a height of several thousand meters. But about the power plant and its placement on the aircraft later, in a separate publication.
So, a gyroplane. It is based on three duralumin power elements: the keel and axial beams and the mast. At the front, on the keel beam, there is a steerable nose wheel (from a sports microcar-kart), equipped with a braking device, and at the ends of the axle beam there are side wheels (from a motor scooter). By the way, instead of wheels, you can install two floats if you plan to fly in tow behind a boat.
There, at the front end of the keel beam, a truss is installed - a triangular structure riveted from duralumin corners and reinforced with rectangular sheet overlays. It is designed to attach a tow hook, which is designed so that the pilot, by pulling the cord, can unhook from the tow rope at any time. Aeronautical instruments are also installed on the truss - simple homemade indicators of airspeed and lateral drift, and under the truss there is a pedal assembly with cable wiring to the rudder. At the opposite end of this beam there is an empennage: horizontal (stabilizer) and vertical (keel with rudder), as well as a safety tail wheel. All pictures enlarge when clicked
Gyrocopter layout:
1 - farm; 2 - towing hook; 3 - clip for fastening the towing hook (D16T); 4 - airspeed indicator; 5 - lateral drift indicator; 6 - tension (steel cable 02); 7 - control handle; 8 - main rotor blade; 9 - main rotor rotor head; 10 - rotor head bracket (D16T, sheet s4, 2 pcs.); 11 - mast (D16T, pipe 50x50x3); 12 - seat back mounting bracket (aluminum, sheet s3, 2 pcs.); 13 - seat back; 14 - “aircraft” version of the control stick; 15 - seat frame; 16 - bracket for the “aircraft” control stick; 17 - seat mounting bracket; 18.25 - control cable rollers (4 pcs.); 19 - strut (D16T, corner 30x30, 2 pcs.); 20 - mast mounting bracket (D16T, sheet s4, 2 pcs.); 21 - upper brace (steel, corner 30x30, 2 pcs.); 22 - horizontal tail; 23 - vertical tail; 24 - tail wheel; 26 - left branch of control wiring (cable 02); 27 - axial beam (D16T, pipe 50x50x3); 28 - side wheel axle mounting unit; 29 - lower brace (steel, corner 30x30.2 pcs.); 30 - seat support (D16T, corner 25x25, 2 pcs.); 31 - brake device; 32 - pedal assembly; 33 - keel beam (D16T, pipe 50x50x3)
In the middle of the keel beam there is a mast and a pilot's workplace - a seat with car seat belts. The mast is attached to the beam by two duralumin plate brackets at a slight angle back to the vertical and serves as the base for the rotor of a two-blade main propeller. The rotor mechanism is also connected to the mast by similar plate brackets. The screw rotates freely and unwinds due to the oncoming air flow. The rotor axis can be tilted in any direction using a handle, conventionally called a “delta handle,” with which the pilot adjusts the position of the gyroplane in space. This control system is the simplest, but differs from the standard one used on the vast majority of aircraft in that when the handle moves away from you, the gyroplane does not descend, but, on the contrary, gains altitude.
If desired, it is also possible to install an “aircraft” control stick (it is shown in dashed lines in the figure). The design naturally becomes more complicated. However, it is necessary to choose the type of control before building the gyroplane. The modification is unacceptable, since the piloting skills acquired with a “glitch” stick may give an undesirable result when switching to an “airplane” stick.
In addition, when moving on the ground, the pilot controls the nose wheel with his feet, and after takeoff, when the tail becomes effective as speed increases, he also controls the nose wheel with his feet and rudder. In the first case, he steers by alternately pressing his right or left foot on the corresponding shoulder of the crossbar of the brake device on the wheel; in the second - to one or another pedal connected by cable wiring to the rudder.
The braking device is used during the run when landing on the runway. It is also not particularly difficult. The pilot presses the friction clutch (or simply a wooden board) against the wheel tire with his heels, causing them to rub against each other and thereby dampen the speed of the aircraft. As simple and cheap as possible!
The low weight and dimensions of the gyroplane allow it to be transported even on the roof of a car. The propeller blades are then disconnected. They are installed at their workplace immediately before the flight.
FRAME MANUFACTURING
As already mentioned, the basis of the gyroplane frame is the keel and axial beams and the mast. They are made of duralumin pipe square section 50x50 mm with wall thickness 3 mm. Similar profiles are used in the construction of windows, doors, shop windows and other building elements. It is possible to use box beams made of duralumin corners connected by argon-arc welding. Best option material - D16T.
All holes in the beams were marked so that the drill only touched the inner walls without damaging them. The diameter of the drill was selected so that the MB bolts fit into the holes as tightly as possible. The work was carried out exclusively with an electric drill - using a manual one for these purposes is undesirable.
Most of the holes in the frame parts are coordinated in the drawings. However, many of them were drilled in place, as, for example, in the plate brackets connecting the keel beam to the mast. First, the right bracket, screwed to the keel beam, was drilled through the holes in the base of the mast pressed to it, then the left bracket was screwed on and also drilled, but through the finished holes of the right bracket and mast.
By the way, in the layout drawing it is noticeable that the mast is slightly tilted back (for this purpose, its base was beveled before installation). This is done so that the main rotor blades have an initial angle of attack of 9° on the ground. Then, even at a relatively low towing speed, a lifting force appears on them, the propeller begins to rotate, lifting the gyroplane into the air.
The axial beam is located across the keel and is attached to it with four Mb bolts with locked split nuts. In addition, the beams are connected by four angle steel braces for greater rigidity. Wheel axles (suitable for a scooter or motorcycle) are attached to the ends of the axle beam with paired clips. The wheels, as already mentioned, are scooter wheels, with bearings sealed to prevent dust and dirt from getting into them with caps from aerosol cans.
The frame and back of the seat are made of duralumin pipes (parts from children's cots or strollers are very suitable for this). At the front, the frame is attached to the keel beam with two duralumin corners 25x25 mm, and at the back - to the mast with a bracket made of steel corner 30x30 mm. The back, in turn, is screwed to the seat frame and also to the mast.
The seat frame is fitted with rings cut from the rubber inner tube of a truck wheel. On top of them is placed and tied with ribbons a trimmed durable fabric foam pillow. A cover made of the same fabric is placed on the back.
The front landing gear is a sheet steel fork with a kart wheel that rotates around a vertical axis. The axis is a short M12 bolt inserted into the hole in the sole (a rectangle made of steel sheet), which is attached to the keel beam from below with four Mb bolts. An additional round hole is cut in the keel beam for the head of the axle bolt.
A braking device is hingedly suspended from the sides to the fork stays of the nose wheel. It is assembled from a tubular cross member, two corner stringers and a wooden clutch. Let me remind you that the protruding ends of the crossbar allow the pilot to turn the steering wheel with his feet.
In the initial position, the device is held by two cylindrical tension springs, hooked to the brackets on the nose of the keel beam, and by a cable passed through the holes in the friction board. The springs are adjusted so that, in the absence of pilot control actions, the wheel is in the plane of symmetry of the gyroplane.
The pedal unit for controlling the aerodynamic rudder in the air is also quite simple. Both pedals, together with the parts riveted to them, are connected by hinge bolts to a pipe that is screwed to the angle on the keel beam. At the top of the pedals are attached sections of cable that stretch to the rudder hogs on the keel. The control wiring has four guide rollers, the design of which prevents the cables from falling out of them. The tension of the cables is maintained by coil springs attached to the pedals and a plate bracket on the keel beam. The springs are adjusted so that the rudder is in the neutral position.
The design of the truss is described in some detail above. Therefore, I will focus on what is mounted on the farm - on homemade aeronautical instruments, or rather, on one of them - the airspeed indicator. It's open at the top glass tube, in which a light plastic ball is placed. At the bottom it has a calibrated hole directed towards the flight of the gyroplane. The oncoming air flow causes the ball to rise in the tube, and its position determines the air speed. You can calibrate the indicator by placing it out the window of a moving car. It is important to accurately plot the speed values in the range from 0 to 60 km/h, since these are the values that are important during takeoff and landing.
The horizontal tail is made of sheet duralumin 3 mm thick. The tail has two slots for duralumin corner struts to support the mast. At the points where the empennage is bolted to the keel beam, pads are riveted to the stabilizer to increase the rigidity of the connection.
The vertical tail is more complicated. It consists of a fin and rudder cut from multi-layer plywood: the first from 10 mm, the second from 6 mm. The individual edges of these parts are edged with thin steel tape. The keel and rudder are connected to each other by three card loops (on the left side).
Two counterweights weighing 350 g each are attached to the aerodynamic rudder horn with a through bolt MB (they are needed to eliminate the flutter phenomenon).
The trimmer on the trailing edge of the handlebar is made of soft sheet aluminum. By bending this plate to the right or left, you can adjust the accuracy of the steering wheel.
On both sides of the steering wheel there are screwed hogs, curved from a steel sheet. The heading control wiring cables are attached to them.
The vertical tail is attached to the keel beam on the right and for greater rigidity is reinforced with two brackets made of duralumin angle 25x25 mm.
At the end of the keel beam there is a tail wheel (from roller skates). It protects the vertical tail from damage if the gyroplane accidentally tips over on its tail, as well as during takeoff or landing with the nose too high.
RECOMMENDATION:
preliminary check of the gyroplane on the ground
You have assembled a gyroplane. Before you start making the rotor, check how the ready-made mechanisms work. It is best to do this at the site from which the gyroplane is supposed to fly.
Sit on the seat and make sure you are sitting comfortably and can reach the pedals with your feet. If necessary, place an additional pillow under your back. Jump on the seat - the cushion should not allow your body to touch the frame.
Tilt the nose wheel with your feet and watch the springs return it to the neutral position. Make sure that in this position the springs are not too tight, but not too loose. There should be no play in all connections.
Attach the gyroplane with a cable no more than ten meters long to the car and taxi at a speed of no more than 20 km/h. Warn the driver not to suddenly brake or reduce speed suddenly.
Remove your feet from the braking bar and see if the gyroplane maintains a straight line. Otherwise, adjust the spring tension. Learn to automatically find with your hand the cord for opening the hook and releasing the tow rope.
The main rotor rotor, located at the top of the mast, is the most complex component in the design of a gyroplane. The life of the pilot, no exaggeration, depends on the quality of workmanship, precision of assembly and error-free operation. The main materials for the parts of this assembly are D16T duralumin and ZOKHGSA steel (all duralumin parts are anodized, steel parts are cadmium-plated).
The rotor housing is perhaps the most important part, since in flight it is on the housing lugs that the entire structure of the gyroplane hangs. The housing itself houses two bearings - radial and angular contact, generously lubricated with grease. The housing with bearings rotates on the rotor axis. At the top of the axle there is a cottered slotted nut M20x1.5 (it should be noted that there are no simple nuts in the design of the gyroplane: the most important of them are cottered, the rest are self-locking). A blind cover hiding the axle nut protects the bearings from dust and moisture penetrating into them.
At the bottom, the rotor axis is fixedly connected to the control stick of the gyroplane. By moving the handle, you can change the position of the rotor in space, since the articulated connection of the axle with the axle and the axle with its body allows the deflection of the axis within the limits dictated by the diameter of the limiter hole.
The rotor is bolted to the top of the mast using two plate brackets.
RECOMMENDATION:
checking the alignment of the gyroplane
When the rotor head is ready and installed on the gyroplane, it is necessary to check the alignment of the gyroplane. Insert a bolt into the ears of the rotor housing, which will secure the rotor head with the main rotor blades, and hang the gyroplane by this bolt, for example, on a strong tree branch.
Sit on the seat and grasp the control handle. Keep it neutral. Have an assistant determine the position of the gyroplane mast. It should be tilted forward at an angle within 2-6° (ideally 4°). This check, usually called weight balancing, must be repeated whenever the weight of the pilot or gyroplane changes. In all cases, you cannot fly without such a check.
If the specified angle is outside the permitted range, then either move the pilot or add a small amount of ballast to the tail. But if there has been a significant change in the mass of the pilot (it exceeded 100 kg) or an engine is installed on the gyroplane, then it is necessary to make new, thicker plate brackets that hold the rotor at the top of the mast.
The main rotor blades are completely identical, so it is enough to describe the manufacturing process of only one of them.
Along the entire working length of the blade, its cross-sections are the same; no twisting or changing of geometric parameters is provided. This greatly simplifies things.
The best material for the front part of the blade is delta wood, which was used in aviation and maritime affairs. If you don’t have it, you can make an analogue yourself by gluing epoxy resin thin sheets of plywood with fiberglass spacers. Aviation plywood 1 mm thick is suitable for such a substitute. Since plywood sheets of the length required for the manufacture of blades are not produced, it is possible to glue together plywood strips cut to length. The joints in adjacent sheets should not be located one above the other, they must be spaced apart.
It is better to glue on a flat surface, placing plastic film, to which epoxy glue does not stick. You need to dial a total thickness of 20 mm. After applying the glue, the entire “pie” of the future blade should be pressed down with some long and even object with a weight and left to dry completely for a day. According to their own mechanical properties the resulting composition is no worse than real delta wood.
The specified profile of the leading edge (toe) of the spar is obtained using a template in the following way. Along the entire span of the spar, with a pitch of 150-200 mm, grooves are made in the leading edge until the template fits completely into the spar. The wood between the grooves is planed to make a ruler.
In the rear edges of the spar, using a planer (you can use scrapers), “quarters” 10 mm wide and 1 mm deep were selected under the plywood sheathing. The sheet of the lower skin (flush with the spar) is glued with epoxy resin, and to it and the spar are sheets of PS-1 foam plastic, which are pre-planed to a height of 20 mm. The foam layer is given required form according to the template of the top of the blade profile. A pine strip was used as the trailing edge. The top skin was glued last: it was enough to press it with clamps to the “quarter” of the spar and the trailing edge - and the sheet of plywood itself accepted the required form(the trailing edge of the blade should be slightly bent upward, as shown in the figure).
Each blade has a 100 g weight mounted in a fairing on the leading edge and a folding trimmer on the trailing edge. In the butt part of the blade, steel linings are riveted, through which holes are drilled in the spar to attach the blade to the rotor head.
RECOMMENDATION:
balancing and tuning of blades
"After fabrication and painting, the blades need to be adjusted. Give this operation the utmost attention. Keep in mind that the cleaner and smoother the surfaces of the blades, the more lift they will create, and the gyroplane will be able to take off at a lower speed.
Attach the blades to the rotor head and check the balancing. If one of the blades turns out to be heavier and its end drops lower, then drill out part of its lead weight, ensuring that the blades are even. If this operation does not produce results (no more than 50 g can be removed), then drill several shallow holes in the thickest section of the light blade profile and fill them with lead.
Since the tips of the blades rotate at a peripheral speed of about 500 km/h, it is very important that they rotate in the same plane. Stick two different colored ones on the leading edges at the very end of the blades. plastic tapes. On a windy day, choose a place where the wind is constantly blowing at a speed of about 20-30 km/h (check with an airspeed indicator) and place the gyroplane against the wind. Tie it with a five-meter rope to a stump or stake firmly driven into the ground.
Sit on the seat, strap yourself in and, together with the gyroplane, back away so that the rope is taut. Holding the control handle with your left hand, place the rotor in a horizontal position, and with your right hand, spin the blades as hard as you can. Your assistant should watch from the side the rotation of the ends of the rotor.
Gradually tilt the rotor back and let it spin in the wind to a higher speed. If colorful stripes rotate in the same plane, the blades have the same pitch. If you feel the glider shaking or an assistant shows that the blades are not rotating in the same plane, then immediately unload the rotor by moving it to a horizontal position or even tilting it forward. By bending the trimmers at a slight angle down or up, achieve the correct rotation of the blades.
As the rotor speed increases, the glider will rock and the front wheel will rise. In this case, the rotor will be tilted back, which will lead to even more intense spinning. Place your feet on the ground and control the position of the gyroplane in space. If you feel that it is taking off, immediately unload the rotor by pulling the control stick towards you. Having practiced this way, you will soon be ready for your first flight.
DIY gyroplane video
FLIGHT PRACTICE
Since not only the pilot, but also the driver of the car participates in the flight, there must be complete interaction between them. It is best if, in addition to the driver, there is another person in the car who can monitor the flight and receive all the pilot’s signals (decrease or increase in speed, etc.).
Before flights, check the technical condition of the gyroplane again. At first, use a relatively short tow rope no more than 20 m long. Be sure to warn the driver that they should accelerate smoothly and never brake sharply.
Position the gyroplane against the wind. Spin the rotor right hand and wait until it starts to gain momentum due to the air pressure. If the wind is light, then give the driver the command to move at a speed of 10-15 km/h using the airspeed indicator. Continue to help the rotor with your hand as long as you can.
As you accelerate, tilt the rotor all the way back and give the driver a signal to increase the speed to 20-30 km/h. While steering the nose wheel, follow the vehicle in a straight line. When that wheel leaves the ground, move your feet to the pedals. By manipulating the control stick, maintain the position of the gyroplane so that it moves only on the side wheels, without touching the ground with either the nose or tail. Wait for the increased airspeed to lift the gyroplane into the air in this position. Adjust the flight altitude by longitudinal movements of the control stick (the rudder is not effective, since the glider is towed on a cable). During flight, do not allow any slack in the tow rope. Do not make turns at high speed.
Before landing, align yourself behind the vehicle until it reaches the end of the runway. Smoothly tilt the rotor forward and fly at an altitude of about a meter. Maintain this position with small “twitches” of the control handle. (In general, unlike controlling an airplane, on a gyroplane the movements of the sticks should not be smooth, but sharp, literally jerky.)
Signal the driver to slow down. When it does this, tilt the rotor all the way back. The rear wheel of the gyroplane should touch the ground first. Keep the rotor tilted back to prevent slack in the tow rope. When you stop, let the car turn around and move with it to the starting point. Keep the rotor positioned so that it continues to rotate. If there are no more flights, then place the rotor horizontally and, when the rotation speed decreases, stop it by hand. Never leave your seat while the rotor is spinning, otherwise the gyroplane may fly away without you.
Gradually, as you master your piloting technique, increase the length of the tow rope to one hundred meters and rise to a greater height.
The last stage of mastering the flight on a gyroplane will be free flight after uncoupling from the tow rope. Do not under any circumstances reduce the airspeed below 30 km/h in this mode!
From a height of 60 m, the free flight range can reach 300 m. Learn to make turns and rise to great heights. If you start from a hill, the flight range can be kilometers.
Most people who are not directly involved in aviation, seeing this aircraft in flight or standing on the ground, will most likely think: “ What a cute little helicopter!- and immediately make a mistake. In fact, it all ends with external similarity. The fact is that for the flight of a gyroplane and a helicopter, completely different principles are used.
Why does a gyroplane fly?
At the helicopter lifting and driving force created by rotating the main rotor(one or more), a permanent drive to which is transmitted from the engine through complex system transmissions. The swashplate changes the plane of the rotating propeller in the desired direction, providing translational movement and maneuvering, adjusting the speed.
A story about another type of ultralight aircraft - also read on our website.
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The design and principle of operation of a gyroplane is completely different, and probably even more similar to an airplane (glider, trike).
The lifting force is provided by the oncoming air flow, but a freely rotating propeller acts as a wing(it is usually called a rotor). The forward movement is provided by the pulling or pushing force of the main engine, located, respectively, in front or behind the aircraft. And what gives the rotor rotation is just the oncoming air flow. This phenomenon is called autorotation.
Without a doubt, the principle was suggested by nature itself. You can pay attention to the seeds of some trees (maple, linden), which are equipped with a kind of propeller. Having matured, dried and separated from the branch, they do not fall vertically down. Air resistance spins their “rotors”, and the seeds can glide for quite a long time, flying away from the native tree to very considerable distances. Gravity, of course, takes its toll, and their landing is inevitable. But this is the task of human genius: to find means to control such a flight.
In a gyroplane, power is taken from the engine to the rotor only in the very initial phase of flight, in order to give it the rotation speed necessary for takeoff. Next - a short run-up, ascent - and that's it, the law of autorotation comes into force - the rotor rotates completely independently, until the device lands completely. Located at a certain angle of attack, it creates the lift necessary for flight.
History of the aircraft
The first person to seriously engage in research and practical application of the principle of autorotation was the Spanish design engineer Juan de la Cierva. Having begun to engage in aircraft construction at the very dawn of aviation, he had to survive the disaster of his brainchild - a three-engine biplane, and he completely switched to a completely unexplored branch of aeronautics.
After lengthy tests in a wind tunnel, he also formulated and theoretically substantiated the principle of autorotation. By 1919, the first model had been developed in drawings, and in 1923, the S-4 gyroplane took off for the first time. By design, it was a regular aircraft body, equipped with a rotor instead of wings. After a number of modifications, a small serial production of similar devices was even launched in France, England, and the USA.
Soviet aircraft designers followed an almost parallel course. In the specially created department of special structures (OOK) TsAGI, the development of its own gyroplanes was carried out. Eventually the first Soviet device KASKR-1 took off in 1929.
It was developed by a group of young engineers, which included Nikolai Ilyich Kamov, later - an outstanding aircraft designer of the Ka series helicopters. It is noteworthy that Kamov, as a rule, always took part in the flight tests of his brainchild.
KASKR-2 was already a more mature and reliable machine, which was demonstrated to a representative government commission at Khodynka airfield in May 1931.
Further research and design improvements led to the creation of a production model, which was called R-7. This device was created according to the design of a winged gyroplane, which made it possible to significantly reduce the load on the rotor and increase speed characteristics.
N.I. Kamov not only developed and improved his apparatus, but also constantly looked for it practical use. Already in those years, R-7 gyroplanes carried out pollination of agricultural land.
During the rescue operation to remove Papanin’s first polar expedition from the ice floe in 1938, the Ermak icebreaker had an R-7 ready for takeoff. Although the help of such carrier-based aircraft was not needed then, the fact itself speaks of the high reliability of the vehicle.
Unfortunately, Second World War interrupted many design initiatives in this area. The subsequent craze for helicopter technology pushed gyroplanes into the background.
The gyroplane is at war
It is clear that in the first half of the last century, during this extremely militarized period, any new developments were considered in terms of their use for military needs. The gyroplane did not escape this fate either.
The first combat rotorcraft was the same R-7. Given its ability to lift a payload of 750 kg into the air, it was equipped with 3 machine guns, photographic equipment, communications equipment and even a small bomb kit.
Combat squadron of gyroplanes A-7-ZA consisting of 5 units took part in the battles on the Elninsky ledge. Unfortunately, the enemy’s complete dominance in the sky at that time did not make it possible to use these low-speed vehicles for actual reconnaissance during the day - they were used only at night, mainly for scattering propaganda materials over enemy positions. It is significant that the squadron engineer was none other than M.L. miles, future designer Mi series helicopters.
Our opponents also used gyroplanes. Specifically for needs submarine fleet Germany developed a non-motorized vehicle Focke-Achgelis FA-330, essentially a kite gyroplane. It was assembled in a matter of minutes, then the rotor was forcibly spun, and the gyroplane took off to a height of up to 220 meters, towed by a submarine moving at full speed. This flight altitude allowed observation within a radius of up to 50 kilometers.
The British also made bold attempts. In preparation for the upcoming invasion of Northern France, they generally planned to combine a gyroplane with an army combat jeep for landing from a heavy bomber. True, even after fairly successful tests, the issue was dropped.
Advantages and disadvantages of a gyroplane
The creators of the gyroplane managed to solve a lot of safety and flight efficiency issues that cannot be implemented on airplanes or helicopters:
- Loss of speed, for example, when the main engine fails, does not lead to stalling in a “tailspin.”
- Autorotation of the rotor allows for a soft landing even with a complete loss of forward motion. By the way, this property is also used in helicopters - they provide for the inclusion of an autorotation mode in emergency situations.
- Short takeoff run and landing area.
- Insensitive to thermal flows and turbulence.
- It is economical to operate, easy to build, and its production is much cheaper.
- Controlling a gyroplane is much easier than that of airplanes or helicopters.
- It is practically not afraid of wind: 20 meters per second is normal conditions for it.
There are, of course, a number shortcomings, which enthusiastic designers are constantly working to eliminate:
- There is a possibility of somersault during landing, especially for models with a weak tail.
- The phenomenon called the “dead zone of autorotation”, which leads to the cessation of rotation of the rotor, has not been fully studied.
- Flights on a gyroplane in conditions of possible icing are unacceptable - this can lead to the rotor leaving the autorotation mode.
In general, the advantages far outweigh the disadvantages, which allows us to classify the gyroplane as the safest aircraft.
Is there a future?
Fans of this type of mini-aviation unanimously answer such a question that the “era of gyroplanes” is just beginning. Interest in them has been revived since new strength, and now serial models of such aircraft are being produced in many countries around the world.
In terms of capacity, speed and even fuel consumption, the gyroplane boldly competes with conventional passenger cars, surpassing them in its versatility and not being tied to roads.
In addition to the purely transportation function, gyroplanes find their application in carrying out tasks of patrolling forests, sea coasts, mountains, and busy highways; they may well be used for aerial photography, video recording or surveillance.
Some modern models are equipped with a “jumping” take-off mechanism, others allow a successful take-off from a standstill in the presence of winds of more than 8 km/h, which further increases the functionality of gyroplanes.
Leading manufacturer in modern market such devices are German company Autogyro, producing up to 300 cars per year. The Russians are also trying to keep up - in our country they produce a number of serial models: “Irkut” of the Irkutsk Aviation Plant, “Twist” of the flying club “Twister Club”, “Hunter” of the Aero-Astra Scientific and Production Center and others.
The number of fans of this type of sky conquest is constantly growing.
Photo gallery of gyroplanes
How to make a gyroplane with your own hands? This question was most likely asked by those people who really love or want to fly. It is worth noting that perhaps not everyone has heard of this device, since it is not very common. They were widely used only until helicopters were invented in the form in which they exist now. From the moment such aircraft models took to the skies, gyroplanes immediately lost their relevance.
How to build a gyroplane with your own hands? Blueprints
Creating such an aircraft will not be difficult for anyone who is interested in technical creativity. Special tools or expensive ones building materials won't be needed either. The space that will have to be allocated for assembly is minimal. It’s worth adding right away that assembling a gyroplane with your own hands will save a huge amount of money, since buying a factory model will require huge financial costs. Before you begin the process of modeling this device, you need to make sure you have all the tools and materials at hand. The second step is the creation of a drawing, without which it is not possible to assemble a standing structure.
Basic design
It’s worth saying right away that building a gyroplane with your own hands is quite simple if it’s a glider. With other models it will be somewhat more difficult.
So, to start work you will need to have three duralumin power elements among the materials. One of them will serve as the keel of the structure, the second will act as an axial beam, and the third will serve as a mast. A steerable nose wheel can be immediately attached to the keel beam, which must be equipped with a braking device. The ends of the axial force element must also be equipped with wheels. You can use small parts from a scooter. An important point: if you assemble a gyroplane with your own hands to fly behind a boat in tow, then the wheels are replaced with controlled floats.
Farm installation
Another main element is the farm. This part is also mounted on the front end of the keel beam. This device is a triangular structure, which is riveted from three duralumin corners, and then reinforced with sheet overlays. The purpose of this design is to secure the towbar. The construction of a do-it-yourself gyroplane with a truss must be made in such a way that the pilot, by pulling the cord, can unhook from the tow rope at any time. In addition, the truss is also necessary so that the simplest air navigation instruments can be installed on it. These include a flight speed tracking device, as well as a lateral drift mechanism.
Another main element is the installation of the pedal assembly, which is installed directly under the truss. This part must have a cable connection to the aircraft control rudder.
Frame for the unit
When assembling a gyroplane with your own hands, it is very important to pay due attention to its frame.
As mentioned earlier, this will require three duralumin pipes. These parts should have a cross-section of 50x50 mm, and the thickness of the pipe walls should be 3 mm. Similar elements are often used when installing windows or doors. Since it will be necessary to drill holes in these pipes, you need to remember an important rule: when carrying out work, the drill should not damage the inner wall of the element, it should only touch it and no more. If we talk about choosing a diameter, then it should be selected so that the MB type bolt can fit as tightly as possible into the resulting hole.
One more important note. When drawing up a drawing of a gyroplane with your own hands, you need to take into account one nuance. When assembling the apparatus, the mast should be tilted back slightly. The angle of inclination of this part is approximately 9 degrees. When drawing up a drawing, this point must be taken into account so as not to forget later. The main purpose of this action is to create an angle of attack of the gyroplane blades of 9 degrees even when it is just standing on the ground.
Assembly
Assembling the gyroplane frame with your own hands continues with the need to secure the axial beam. It is attached to the keel across. To securely fasten one base element to another, you need to use 4 MB bolts, and also add locked nuts to them. In addition to this fastening, it is necessary to create additional rigidity of the structure. To do this, use four braces that connect the two parts. The braces must be made of angle steel. At the ends of the axle beam, as mentioned earlier, it is necessary to secure the wheel axles. To do this, you can use paired clips.
The next step in assembling a gyroplane with your own hands is to make the frame and seat back. In order to assemble this small structure, it is best to also use duralumin pipes. Parts from children's cots or strollers are great for assembling the frame. To fasten the seat frame at the front, two duralumin corners with dimensions of 25x25 mm are used, and at the back it is attached to the mast using a bracket made of a steel corner 30x30 mm.
Checking the gyroplane
After the frame is ready, the seat is assembled and attached, the truss is ready, navigation devices and other equipment are installed important elements gyroplane, you need to check how the finished design works. This must be done before the rotor is installed and designed. Important note: it is necessary to check the performance of the aircraft at the site from which further flights are planned.
For many years, gyroplanes were considered very dangerous. aircraft. Even now, 90% of those who fly believe that gyroplanes are deadly. The most popular saying about gyroplanes is: “They combine the disadvantages of airplanes and helicopters.” Of course this is not true. Autogyroplanes have many advantages.
So where does the opinion about the colossal danger of gyroplanes come from?
Let's take a short excursion into history. Autogyros were invented in 1919 by the Spaniard de la Cierva. According to legend, he was prompted to do this by the death of his friend on the plane. The cause of the disaster was a stall (loss of speed and loss of lift and controllability). It was the desire to design an aircraft that was not afraid of stalling that led him to the invention of the gyroplane. La Cierva's gyroplane looked like this:
Ironically, La Cierva himself died in the plane crash. True, passenger.
The next stage is associated with Igor Bensen, an American inventor who in the 50s came up with a design that formed the basis of almost all modern gyroplanes. If Sierva's gyroplanes were, rather, airplanes with an installed rotor, then Bensen's gyroplane was completely different:
As you can see, the tractor engine arrangement has changed to a pushing one, and the design has been radically simplified.
It was this radical simplification of the design that played an evil role with gyroplanes. They began to be actively sold in the form of kits (sets for self-assembly), become “craftsmen” in garages, actively fly around without any instruction. The result is clear.
The mortality rate on gyroplanes has reached unprecedented levels (about 400 times higher than on airplanes - according to the English statistics of the 2000s, it included ONLY Bensen-type gyroplanes, various types of homemade ones).
At the same time, the control and aerodynamic features of the gyroplane were not properly studied; they remained experimental devices in the worst sense of the word.
As a result, serious mistakes were often made during their design.
Look at this device:
It seems to be similar in appearance to modern gyroplanes, photographs of which I provided in the first post. It seems like it, but it doesn’t look like it.
Firstly, the RAF-2000 did not have a horizontal tail. Secondly, the engine's thrust line ran significantly above the vertical center of gravity. These two factors were enough to make this gyroplane a “death trap”
Later, largely thanks to the RAF disasters, people studied the aerodynamics of the gyroplane and found the "pitfalls" of it, it would seem. perfect aircraft.
1.Rotor unloading
. The gyroplane flies thanks to a freely rotating rotor. What happens if the gyroplane enters a state of temporary weightlessness (updraft of air, top of the barrel, turbulence, etc.)? The rotor speed will drop, and the lift force will drop along with it... It would seem that there is nothing wrong, because such states do not last long - a fraction of a second, a second maximum.
2. Yes, no problem, if not for the high draft line, which can lead to power somersault
(PPO - power push-over).
Yes, I drew this again;)) The figure shows that the center of gravity (CG) is located significantly below the thrust line and that air resistance (drag) is also applied below the thrust line. The result is, as they say in aviation, a diving moment. That is, the gyroplane tries to somersault forward. In a normal situation, it’s okay - the pilot won’t give it. But in a situation where the rotor is unloaded, the pilot no longer controls the device, and it remains a toy in the hands of powerful forces. And he tumbles. And this often happens very quickly and unexpectedly. I was just flying and enjoying the views, and suddenly BAM! and you are already falling down into an uncontrollable tin can with sticks. Without a chance to restore controlled flight, this is not an airplane or a hang-glider.
3. In addition, gyroplanes have other strange things. This PIO (pilot induced oscillations - longitudinal swing provoked by the pilot
). In the case of unstable gyroplanes, this is very likely. The fact is that the gyroplane reacts somewhat slowly. Therefore, a situation may occur in which the pilot creates a kind of “swing” - trying to dampen the vibrations of the gyroplane, he actually strengthens them. As a result, the up-and-down oscillations increase and the apparatus turns over. However, PIO is also possible on an airplane - the simplest example would be the well-known habit of novice pilots to fight the “goat” with sudden movements of the stick. As a result, the amplitude of the “goat” only increases. On unstable gyroplanes, this very swing is very dangerous. On stable ones, treatment is very simple - you need to drop the “handle” and relax. The gyroplane will return to a calm state on its own.
The RAF-2000 was a gyroplane with a very high thrust line (HTL, high thrust line gyro), the Bensen ones - with a low thrust line (LTL, low thrust line gyro). And they killed a lot, a lot, a lot of pilots.
4. But even these gyroplanes could be flown if not for another discovered thing - it turns out that gyroplanes handle differently than airplanes
! In the comments to the last post, I described the reaction to engine failure (handle it away). So, in several articles I read about the exact opposite!!! In a gyroplane, if the engine fails, you need to urgently load the rotor by pushing the handle OUT and REMOVING the gas. Needless to say, the more experienced an airplane pilot is, the more powerful the reflex sits in his subcortex: when he refuses, pull the stick away and turn the throttle to maximum. In a gyroplane, especially an unstable one (with a high line of thrust), such behavior can lead to that very forceful somersault.
But that's not all - gyroplanes have a lot different features. I don’t know all of them, because I haven’t completed the training course myself yet. But many people know that gyroplanes are not so fond of “pedals” during landing (sliding, with the help of which “airplanes” often “gain altitude”), do not tolerate “barrels” and much more.
That is, on a gyroplane it is vitally important learn from a competent and experienced instructor
! Any attempts to master a gyroplane on your own are deadly! That doesn’t stop a huge number of people around the world from building and constructing their own stools with a screw, mastering them on their own and regularly fighting on them.
5. Deceptive simplicity
. Well, the ultimate pitfall. Gyrocopters are very easy and pleasant to control. Many people make independent flights on them after 4 hours of training (I took off on a glider at 12 o’clock; this rarely happens before 10 o’clock). Landing is much easier than on an airplane, the shaking is incomparably less - that’s why people lose their sense of danger. I think this deceptive simplicity has killed as many people as somersaults with swings.
The gyroplane has its own “flying envelope” (flight restrictions) that must be observed. Exactly as in the case of any other aircraft.
Games are not good:
Well, that's all the horrors. At some stage in the development of gyroplanes, it seemed that everything was over, and gyroplanes would remain the lot of enthusiasts. But the exact opposite happened. The 2000s became the time of a colossal boom in gyroplane manufacturing. Moreover, the boom of FACTORY gyroplanes, and not homemade and semi-homemade whales... The boom is so strong that in 2011, 117 gyroplanes and 174 ultra-light aircraft/glitters were registered in Germany (a ratio unthinkable back in the 90s). What’s especially nice is that the lshiders of this market, which has only recently emerged, demonstrate excellent security statistics.
Who are these new gyroplane heroes? What did they come up with to compensate for the seemingly enormous shortcomings of gyroplanes? More on this in the next episode;)
This time, friends and comrades, I propose to move to a different element of vehicles - air.
Despite the all-encompassing hell and destruction on earth, you and I do not lose hope and dream of conquering heaven. And a relatively inexpensive means for this will be a miracle stroller with a propeller, whose name is gyroplane.
Autogyro(autogyro) - a rotary-wing ultra-light aircraft, in flight resting on the bearing surface of a rotor rotating freely in autorotation mode.
This thing is otherwise called Gyroplane(gyroplane), Gyrocopter(gyrocopter), and sometimes Rotoglider(rotaplane).
A little history
Autogyros were invented by Spanish engineer Juan de la Cierva in 1919. He, like many aircraft designers of that time, tried to create a flying helicopter and, as is usually the case, he created it, but not what he originally wanted. But he was not particularly upset about this fact and in 1923 he launched his personal apparatus, which flew due to the autorotation effect. Then he started his own company and slowly riveted his own gyrocopters until he died. And then a full-fledged helicopter was designed, and interest in gyroplanes disappeared. Although they continued to be produced all this time, they were (and are) used for narrow purposes (meteorology, aerial photography, etc.).
Specifications
Weight: from 200 to 800 kg
Speed: up to 180 km/h
Fuel consumption: ~15 l per 100 km
Flight range: from 300 to 800 km
Design
By design, the gyroplane is closest to helicopters. In fact, it is a helicopter, only with an extremely simplified design.
The design itself includes the following key elements: Basic structure- the “skeleton” of the vehicle to which the engine is attached, 2 propellers, a pilot’s seat, control and navigation instruments, tail unit, landing gear and some other elements.
Direct control is carried out by two pedals and a control lever.
The simplest gyrocopters require a short run of 10 to 50 meters to take off. This distance decreases depending on the increase in the strength of the headwind and the degree of rotation of the main rotor at the start of the takeoff run.
A special feature of a gyroplane is that it flies as long as there is an air flow flowing onto the main rotor. This flow is provided by a small pusher screw. It is for this gyroplane that at least a short run is necessary.
However, more complex and expensive gyroplanes, equipped with a mechanism for changing the angle of attack of the blade, are capable of taking off from a place vertically upward (the so-called jump).
Changing the position of the gyroplane in the horizontal plane is achieved by changing the angle of inclination of the entire plane of the rotor.
A gyroplane, just like a helicopter, is capable of hovering in the air.
If the engine of a gyroplane fails, this does not mean the certain death of the pilot. If the engine is turned off, the gyroplane rotor goes into autorotation mode, i.e. continues to rotate from the oncoming air flow while the device moves at a downward speed. As a result, the gyroplane slowly descends rather than falling like a stone.
Varieties
Despite the simplicity of their design, gyrocopters have some design variability.
Firstly, these aircraft can be equipped with either a pulling or pushing propeller. The first are characteristic of historically the very first models. Their second propeller is located at the front, like some airplanes.
The second ones have a screw at the back of the device. Gyroplanes with a pusher propeller are the vast majority, although both designs have their advantages.
Secondly, although a gyroplane is a very light air vehicle, it can carry a couple more passengers. Naturally, for this there must be appropriate design possibilities. There are gyroplanes with the ability to transport up to 3 people, including the pilot.
Thirdly, the gyroplane may have a fully enclosed cabin for the pilot and passengers, a partially enclosed one, or may not have a cabin at all, which is retracted for the purposes of carrying capacity or better visibility.
Fourthly, it can be equipped with additional niceties, such as a swashplate and so on.
Combat use
The effectiveness of the gyroplane as a strike weapon is of course low, but it managed to be in service with the SA for some time. In particular, at the beginning of the 20th century, when the whole world was gripped by helicopter fever, the military observed developments in this industry. When full-fledged helicopters did not yet exist, there were attempts to use the gyrocopter for military purposes. The first gyrocopter in the USSR was developed in 1929 under the name KASKR-1. Then, over the next ten years, several more models of gyroplanes were released, incl. gyroplanes A-4 and A-7. The latter took part in the war with the Finns as a reconnaissance aircraft, night bomber and tow truck. Although there were certain advantages to using a gyroplane, all this time military leadership doubted its necessity and mass production The A-7 was never delivered. Then the war began in 1941 and there was no time for that. After the war, all efforts were devoted to creating a real helicopter, but they forgot about the gyroplane.
The Soviet A-7 gyroplane was armed with 7.62 PV-1 and DA-2 machine guns. It was also possible to attach FAB-100 bombs (4 pcs.) and RS-82 unguided rockets (6 pcs.)
The history of the use of gyroplanes in other countries is approximately the same - the devices were used at the beginning of the 20th century by the French, British, and Japanese, but when helicopters appeared, almost all gyroplanes were decommissioned.
Subject and PA
It’s probably clear why the subject of “PA Technique” was the gyroplane. It is very simple, light, maneuverable - with a certain straightness of hands it can be assembled at home (apparently this is where the stories about prisoners and the helicopter from the Druzhba chainsaw came from).
Despite all its advantages, we get good opportunity conquer airspace in very bad environmental conditions.
In addition to the banal movement by air and transportation of more or less cargo, we get a good combat unit that can be tactfully used in reconnaissance and patrol operations. Moreover, it is quite possible to install automatic weapons, as well as use live shells for bombing. As they say, the need for invention is cunning, if only there was a desire.
So, let's summarize. I divided the advantages of the subject into absolute and relative. Relative - in comparison with other aircraft, absolute - in comparison with vehicles in general, incl. and ground.
Absolute advantages
Ease of manufacture and repair
Easy to use
Ease of Management
Compactness
Low fuel consumption
Relative Advantages
High maneuverability
Resistance to strong winds
Safety
Landing without a run
Low vibrations in flight
Flaws
Low load capacity
Low security
High sensitivity to icing
Quite a loud noise from the pusher propeller
Specific disadvantages (rotor unloading, somersault, autorotation dead zone, etc.)
YouTube about the subject
