Seven basic helicopter designs.

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HELICOPTERS

One type of heavier-than-air aircraft is called a helicopter. The source of a helicopter's lift is not the wing, like that of gliders and airplanes, but a large air propeller, mounted on a vertical axis. By rotating a helicopter's propeller (sometimes called a rotor) at the required speed, you can obtain a lift force sufficient for the aircraft to fly.

The helicopter was invented by the great Russian scientist M.V. Lomonosov. While creating a theory of phenomena occurring in the atmosphere, Lomonosov was faced with the need to lift measuring instruments into the air. On February 4, 1754, he made a report on the “aerodrome machine” he had invented, and already in July it was built and tested as a model.

Lomonosov's "aerodrome machine" had two propellers rotating around common axis in different directions.

Modern helicopters are built according to various design schemes. In Fig. 66 shows one of the types of modern Soviet helicopters. This helicopter has only one propeller (rotor) used to create lift. The rotor is driven by an engine installed in the fuselage of the helicopter. The pilot's cabin is located in the forward glazed part of the fuselage. The helicopter wheels, together with the struts and devices (shock absorbers) that soften the shock during landing, make up the helicopter landing gear, which is used for parking and moving on the ground. At the end of the long tail boom there is a small propeller that prevents the entire helicopter from rotating or turns it in the desired direction at the pilot’s request.

THE SIMPLE HELICOPTER

Building a helicopter model is not easy, especially for novice modelers. But you can just make a flying propeller. Such a propeller is most often called a “fly,” perhaps because when it is launched into the air, a noise is heard, reminiscent of the buzzing of a large fly.

The simplest helicopter consists of a propeller and a rod - the axis on which the propeller is mounted (Fig. 67).

MAKING THE “FLY”

When building a fly, the most difficult thing to do is make the screw. It is made like this. A rectangular block is cut from a piece of linden, birch, maple or alder, the length of which is seven to ten times its width, and the thickness is about a third of the width (Fig. 68).

Rice. 67. Flying propeller Fig. 68. Drawing the blank for the simplest “fly” helicopter

Having found the center of the block, drill or pierce a hole for the axis with a thick awl. Having brought the hole diameter to 3-4 mm, they proceed to processing the block. To do this, on a wide plane, draw a semicircle with a radius equal to half the width of the block. A circle is drawn around the central hole with a radius equal to the thickness of the block T.

After this, use a sharp knife to remove sections of the block that extend beyond the limits shown in Fig. 68 thick line. As a result of this processing, the workpiece takes on the form shown in Fig. 69.

Then the most important part of the work begins—planing the propeller blades. The blades of the finished fly propeller should be thin: the lighter the propeller, the better the model will fly. Blades in symmetrical sections must be given the same slope and correct form cross-section, it is useful to reduce the inclination to the ends of the blade.

Finally, we need to ensure that the blades have the same weight. This can be achieved if the blades are processed carefully and carefully: the more wood you plan, the thinner the blades become, but the easier it is to break or damage them with a rough, imprecise movement of the knife. Therefore, it is better to process the blades in three or four steps.

First, you need to roughly process both blades with a knife. After this, the thickness of the blades is reduced with a rasp and a file with a large notch (drachevy), while simultaneously giving the blades, to a first approximation, the correct shape in cross-section.
The third stage consists of fine-tuning the cross-sectional shape and thickness of the blades using glass or a file with a small notch (personal). Here it is already necessary to check whether the blades have the same weight, for which the manufactured screw is put on a wire and ensured that it is balanced in all positions. The fourth stage consists of carefully grinding the blades with glass paper - sandpaper.

You will need

• - model with drawings;
• - material for making a helicopter;
• - tools;
• - glue;
• - power unit;
• - Remote Control.

Instructions

The last step is to decorate your model. Paints or stickers may be suitable for this. You can paint the helicopter any color you like.

There are several ways to conquer the sky. One of them is to start making radio-controlled models. Those who have flown at least one plane made with their own hands into the sky will never give it up a most exciting activity.

Instructions

Make slats according to the drawing and cut them out ceiling tiles ribs. Cut holes in the ribs for the spar rails and glue them together with wood glue, either “Dragon” or “Titanium”.

Then prepare sheets of 500x500 mm and cut out the lower halves of the wing skin from them. It is better to make reinforcements for the ribs and fastenings of the landing gear from linden or linden timber. Next, cut out the upper halves and cover the upper surface of the wings.

When the covers are dry, you can begin making the front edges of the wings, for which glue several strips of wood to the front of the wings. ceiling material. After this, connect both halves and reinforce the gluing area with plywood inserts.

It is recommended to make the engine compartment from aspen blocks and plywood 2 mm thick. After gluing, sand the finished parts well with an emery wheel and sandpaper. After this, you can glue the cheeks to the bow, and then the second frame. To prevent wood from deteriorating

Dear aviation enthusiast! This article may be useful to you when developing and building a lung helicopter. The proposed rotorcraft (AV-1) is the fruit of a long passion for aviation, the result of persistent and painstaking work for five years, of which two years were spent on construction, and the rest on testing, fine-tuning, mastering piloting, repairs, and modernization.

The helicopter design meets several the most important requirements requirements for an aircraft used by an amateur: the possibility of storage in small room; transportation to the flight site - a passenger car, motorcycle and even manually; assembly within 18-20 minutes by one person (using only two wrenches).

The problem of safety in case of engine and transmission failure in flight has been solved very reliably. The design of the main rotor (RO) and the control system has features that make piloting errors such as heavy rotor overload and overload “forgiven.” Of course, the design of the helicopter was significantly influenced by the cramped conditions in which it was manufactured, as well as difficulties with materials and equipment, so it is clear that the machine is far from ideal.

But I'm happy with it. To begin with, I will give examples of calculations of the main structural elements. Thus, the diameter of the main rotor AB-1 was selected from the load condition per unit area of ​​the swept disk (Ps) within the range of 6-7 kg/m2. This value was taken from the results of processing statistical data from flying light gyroplanes and helicopters with a specific load (p) in the range of 6-8 kg/hp.

In my case, based on the estimated flight weight (t) of the device 180-200 kg (empty weight 100-120 kg) and having an engine with a power (N) of 34 hp, two of which should have been spent on driving the tail rotor, we obtain the following values ​​of the load per unit of power, the area of ​​the swept disk NV (S) and the diameter of the NV (D):

The NV diameter of 6.04 m is very close to the NV size of the Bensen gyroplane with a 40 hp engine. and weighing 190 kg. With such initial data, there was hope that the helicopter would fly. But in order for it to fly as a vehicle, it is necessary that the NV thrust (T) be significantly greater than the mass of the vehicle (at least 1.4 times).

This ensures sufficient vertical rate of climb and flight altitude. Now we will determine by calculation the maximum T in the hovering mode under conditions normal atmosphere(760 mmHg, 18°C). In this case, the empirical formula was used:

As a result, the thrust turned out to be 244.8 kg, which is very close to what was actually obtained during testing of the AV-1. (Based on the mentioned ratio of 1.4, in our opinion, the flight weight of the device should not exceed 175 kg. - Ed.) I will begin the description of the helicopter design with the so-called fuselage part. The cabin compartment has a truss structure in the form of a tetrahedral pyramid, the vertical edge of which (the main frame) seems to separate the cabin compartment from the engine.

It is made of duralumin (D16T) pipes: vertical and bottom - 40x1.5 mm, and front - 30x1.5 mm. Above the cabin there is a power connecting element - a frame for the main gearbox, and below there is a horizontal cross member of the motor mount. The second power cross member (at the level of the seat back) is made of a duralumin pipe with a rectangular section of 30x25x1.5 mm; it serves to mount the intermediate gearbox, seat backrest and main landing gear assemblies.

The engine “compartment” in the form of a triangular pyramid is made of steel pipes(steel 20) with a section of 30x30x1.2 mm. The lower edge has attachment points for the engine, chassis braces and a tail boom. The tail boom is riveted from a 1 mm thick duralumin sheet. It consists of three parts: two cones (diameter at the apex 57 mm) and a cylinder between them (diameter 130 mm) with external ribs that serve as a reinforcing stringer and a riveting area for sheathing elements. Reinforcing frames are riveted into the places where the braces are attached.

The front landing gear is freely oriented, without shock absorption, and has a 250x50 mm wheel (from roller skis). The main landing gear is made of steel pipes and equipped with air shock absorbers. The wheels of the main supports are 300x100 mm with cut tread (from the map). This “haircut” is carried out to reduce weight, improve streamlining and facilitate skidding on the grass during training or during unsuccessful landings.

The lower chassis braces are made of steel pipes 20x1 mm. The helicopter is equipped with a four-stroke two-cylinder opposed engine with a displacement of 750 cm3. The crankcase and crankshaft are taken from the K-750 motorcycle; pistons, cylinders and heads - from MT-10. The crankcase is lightweight and adapted to work with vertical arrangement shaft (oil system changed). It is possible to use other engines with a total weight of no more than 40 kg and a power of at least 35 hp. Of particular note is the stabilization system of the device.

The AV-1 uses a BELL type system, but with a higher stabilization coefficient (0.85), which almost completely removes the pilot’s concern about balancing the helicopter in hovering mode. In addition, it limits angular speeds during turns, protecting the helicopter from overloads. Controllability is ensured by the shape of the weights in the form of flat disks (selected experimentally). The length of the rods was chosen based on the condition that the weights in the form of flat disks should “sit” well in the flow.

Therefore, the peripheral speed of the loads was chosen to be 70 m/s, and at 600 rpm this corresponds to the length (radius) of the rod being close to 1 m. The mass of the load was chosen from the condition that when the plane of rotation of the stabilizing rods deviates from the plane of the HB by 1.5° -2° there should be a moment that, when transmitted through the lever mechanism to the axial hinge of the NV blade, will be equal (or greater) to the friction moment in the bearings of the axial hinge under the operating axial load. The main gearbox is designed to transmit torque to the main rotor shaft.

Inside it passes the rod of the mechanism for controlling the overall pitch of the NV. It ends with a fork, which, with its lateral protrusions, engages with the forks of the blade bushings, rotating the mechanism of the stabilization system. When the rod moves vertically (from the handle) using the levers of the collective pitch mechanism, the installation angle of the propeller blade (and, accordingly, its pitch) changes.

A swashplate (SA) is installed on the top cover of the gearbox housing, which serves to change the position of the plane (actually the cone) of rotation of the NV relative to the vertical axis of the device (the axis of the main shaft of the gearbox) due to the opposite sign of the change in the angle of attack of the blades: the angle of attack of the blade going down, decreases, going up - increases.

In this case, a change occurs in the magnitude and direction of the horizontal component of the NV thrust vector. The gearbox housing is split along a plane perpendicular to the shaft axis, welded from Z0KhGSA sheet steel with a thickness of 1.3 mm. The bearing seats are also machined from Z0KhGSA steel, welded into the covers, after which heat treatment (hardening, high tempering) is carried out to relieve stress and increase strength.

Then the flanges are milled, the covers are assembled and bored seats bearings and holes on a coordinate machine. The bottom cover is made of D16T alloy. The main shaft is made of steel 40ХНМА, heat-treated to G vr = 110 kg/mm2. Shaft diameter -45 mm, internal hole diameter - 39 mm, wall thickness in the area of ​​the HB bushing splines - 5 mm. The shaft surfaces are polished, the splines and bearing seats are copper plated. The driven gear and drive shaft-gear are made of steel 14ХГСН2МА-Ш and have 47 and 12 teeth, respectively, with module 3 and an engagement angle of 28°.

The teeth are cemented to a depth of 0.8-1.2 mm and heat treated to a hardness of HRC = 59-61. The outer ring of the swashplate is detachable (like a clamp), made of D16T alloy (milled from a sheet 35 mm thick), and the inner ring and cardan are made of Z0KhGSA steel. Cardan ring bearings - 80018Yu. Swashplate bearing - 76-112820B. The tail rotor (RT) module is assembled on a glass, telescopically connected to the end of the tail boom. It can extend to tension the drive belt.

In this case, however, it is necessary to adjust the length of the tail rotor control cables. It is driven from an intermediate gearbox using a chain and two belt drives. The tail rotor is articulated (has a combined horizontal and axial hinges) and rotates from front to back. Its diameter is 1.2 m, the number of revolutions per minute is 2500. The RV bushing consists of a cross and two glasses riveted with the blades.

Two bronze bushings serve as axial bearings, and the centrifugal force is absorbed by an M24x1.5 thread. The seal is carried out with a rubber ring, which is fixed with a washer and a spring ring. The axial hinge leads are offset from the axis of the horizontal hinge (HS) by 30°. Lubrication - MS-20 oil, poured into a glass before assembly.

The horizontal hinge is assembled on bronze bushings and a cemented pin, which is fixed on the GS fork to prevent rotation. When assembling blades with a glass Special attention addressed the alignment of their axes. Now a little about choosing the main parameters of propeller blades. The average aerodynamic chord (CAC) of the blade is calculated from the condition that the filling factor of the swept disk (K) will be in the range of 0.025-0.035 (a smaller value for high peripheral speeds, 200-220 m/s; and a larger value for smaller ones, 170-190 m/s), according to the formula:

On the AV-1 helicopter, the coefficient K = 0.028 for the main rotor, since the peripheral speeds are selected in the range of 190-210 m/s. In this case, the MAR is taken to be 140 mm. It is advisable to have everything very light on the aircraft. But in relation to NV we can talk about the minimum permissible mass, since the centrifugal force required to create a cone of rotation of the main rotor depends on the mass of the blade.

It is desirable that this cone be within 1°-3°. It is hardly possible and even undesirable to make blades weighing 2-3 kg, since the reserve of kinetic energy will be small during an emergency autorotation landing with detonation, as well as during the transition to autorotation mode from motor flight. A weight of 7-8 kg is good for an emergency, but at maximum speed the NV will produce significant centrifugal force. The AV-1 uses a blade weighing in the range of 4.6-5.2 kg, which ensures maximum load from centrifugal forces up to 3600 kgf.

The strength of the HB bushing is designed for this load (with a 7-fold safety margin); its weight is 4.5 kg. The proposed blade planform and twist are the result of experiments with blades of various shapes, twists and profiles. NV blades must satisfy two contradictory requirements: to autorotate well (that is, to ensure a low rate of descent during autorotation in the event of engine failure) and to use engine power with maximum efficiency during motor flight (for rate of climb, maximum speed and efficiency). Let's consider the options for blades for a helicopter and for a gyroplane.

A good gyroplane has a reverse twist, that is, the angle of the blade at the butt is negative (-5°...-8°), and the tip section is positive (+2°). The profile is flat-convex or S-shaped. Currently, the NACA 8-H-12 profile (S-shaped, 12 percent) is widely used. The blade shape in plan is rectangular. A good helicopter has a straight twist, that is, the butt has a positive installation angle (+8°...+12°) relative to the end section. The profile is NACA 23012, the relative thickness of which at the end is 12%, and at the butt - 15%.

The shape of the blade in plan is trapezoidal, with a taper of 2.4-2.7. The planform shape of the blade was calculated using the finite element method for the case of flight at a speed of 110 km/h and the overload margin of the blade going backwards was 1.4. With an HB speed of 580 rpm, a HB diameter of 6 m and a flight weight of 200 kg, the resulting blade was 80 mm wide at the end, and 270 mm wide at the butt (tapering 3.4). Excessive width of the blade at the end leads to unnecessary costs engine power to overcome the turbulent resistance of the profile, therefore it is advantageous to minimize the wetted surface of areas operating at high speeds.

On the other hand, in order to have a reserve of lift at the end sections of the blade when the air force is heavy or when switching to autorotation (the most likely piloting errors by an amateur pilot), it is necessary to have blades slightly wider than designed. I adopted the narrowing of the blade 2, the root chord - 220 mm, and the end chord - 110 mm. In order to reconcile the helicopter with the gyroplane in one device, it was necessary to use blades without twist.

It's more difficult with profiles. The end part of the blade (Rrel = 1 - 0.73) has a NACA 23012 profile with a relative thickness of 12%. In the section Rrel = 0.73-0.5 - transitional profile from NACA 23012 to NACA 8-N-12, "only without an S-shaped tail. In the section R = 0.5-0.1 profile NACA 8-N -12 variable relative thickness: 12% at Rrel = 0.5 and 15% at R = 0.3-0.1. Such a blade pulls well in all flight modes. During autorotation, a helicopter descent speed of 2.5 m/s was obtained .

During the test, a landing was made in autorotation without detonation, braking was carried out by pitch and the vertical speed was reduced to zero, and the mileage was only about 3 m. On an ultralight helicopter, in the event of engine failure, the transmission of the rotor is disconnected, since its drive requires energy generated by the autorotator NV, which would worsen autorotation and increase the rate of descent.

Therefore, for RV there is no need for a symmetrical blade profile. It is best to choose a plano-convex type R3. To increase efficiency, it is advisable to use a twist (8°). In addition, to increase the efficiency of the propeller, it is desirable to have a trapezoidal blade shape in plan with a taper equal to 2, and a fill factor of the swept disk in the range of 0.08-0.06. Good results also gives a NACA 64A610-a-0.4 profile with a relative thickness of 12%.

Blades can be made using various technologies. For example, from a solid pine board. As blanks, two boards are selected from straight-layered, knot-free, medium-density pine, cut so that the dense layers face the future front edge and run at an angle of 45°. The board is profiled according to a template reduced by the thickness of the fiberglass covering and painting (0.8-1.0 mm). After finishing processing, the tail part of the part is lightened. To do this, markings highlight the spar part and the trailing edge. The spar part at the butt makes up 45% of the chord, and at the end - 20%.

Next, holes are drilled with a diameter equal to the distance from the trailing edge to the spar in increments of 40-50 mm. After that, the holes are filled with rigid PS or PVC foam, sanded flush and covered with fiberglass. The butt part is usually pasted over in several layers, with a smooth transition to the main fabric.

Another way to make blades is from several gorse. The workpiece is glued out of three or four gorse, which can be solid strips or glued together from two strips of different densities. It is advisable to make the spar part of the gorse from birch or larch. First, a blank of gorse three times thicker than the finished one is glued together from two slats. After this, it is cut into two and processed to the desired thickness.

In this case, the spar part of different gorse blades is made of different widths (10-15 mm) for binding. You can separately glue the spar from 3-4 gorse, and the tail part from one or two. After profiling, it is necessary to glue an anti-flutter weight into the leading edge at a length of 0.35 R from the end of the blade, since it is mainly the end sections of the blades that are susceptible to flutter.

The weight is made of lead or mild steel. After gluing, it is processed along the profile and additionally tacked to the spar frames with a strip of fiberglass on epoxy resin. After this, you can cover the entire blade with fiberglass. During the manufacture of the blade, it is necessary to constantly monitor the weight of the parts so that after assembly and processing, the mass of the blade differs as little as possible from the calculated one.

AV-1 helicopter layout: 1 - air pressure receiver tube, 2 - swashplate control handle, 3 - release lever handle, 4 - instrument panel (tachometer, engine cylinder head temperature indicator, speed indicator, variometer), 5 - main gearbox, 6 - swashplate, 7 - main rotor hub, 8 - L-shaped swashplate control rod, 9 - intermediate shaft, 10 - intermediate gearbox, 11 - tail rotor drive chain, 12 - oil tank, 13 - tail rotor drive belts, 14 - tail boom braces (D16T, pipe 40x1.5), 15 - struts (D16T, pipe 20x1), 16 - tail rotor, 17 - tail support, 18 - tail boom, 19 - electronic unit, 20 - engine, 21 - handle collective pitch control (“step-throttle”), 22 - shock-absorbing strut of the main landing gear, 23 - collective pitch control rod, 24 - intermediate pulley, 25 - trimmer, 26 - stabilizing rod with weights, 27 - tail rotor pitch control pedal block .

The main rotor is conventionally rotated 18°

Helicopter transmission: 1 - main rotor hub, 2 - main gearbox, 3 - release lever, 4 - release shaft with splined cup. 5 - drive gear of the intermediate gearbox, 6 - drive gear shaft, 7 - friction-ratchet clutch cup. 8 - ball release shaft clamp, 9 - spring shaft, 10 - engine shock absorbers, 11 - engine, 12 - flywheel, 13 - oil pump, 14 - oil tank, 15 - driven gear, 16 - overrunning ratchet clutch, 17 - intermediate shaft , 18 - main rotor speed sensor, 19 - main rotor blade.

Helicopter main gearbox: 1 - stabilizing rod, 2 - M18 nut, 3 - first blade bushing fork, 4 - NV coupling fork, 5 - seals, 6 - cardan ring bearing AP 80018Yu, 7 - ear, 8 - AP outer ring, 9 - bearing 76-112820B, 10 - cardan ring (Z0KhGSA), 11 - inner ring AP (Z0KhGSA), 12 - bearing 205, 13-drive shaft, 14 - bearing 106, 15 - cuff, 16 - split ring, 17 - thrust bushing (З0ХГСА), 18 - screw oil pump, 19 - drive rod of the collective pitch mechanism, 20 - collective pitch control rod, 21 - nuts, 22 - homemade thrust bearing, 23 - bearing housing, 24 - sealing rod, 25 - sealing cover, 26 - driven gear, 27 - main gearbox housing, 28 - bearings 109, 29 - main shaft, 30 - spline joint of the outer ring drive AP, 31 - second blade bushing fork, 32 - NV coupling pin (З0ХГСА, rod diameter 18), 33 - homemade needle bearing, 34 - blade drive rod, 35 - rod fork, 36 - rocker arm of the collective pitch and AP mechanism, 37 - rod.

Main rotor hub assembly: 1 - locking pin, 2 - blade hinge, 3 - collective pitch mechanism rod fork, 4 - rocker arms, 5 - AP rod, 6 - stabilizing rod, 7 - rod, 8 - driver, 9 - AP ring external

Main rotor hub: 1 - driver, 2 - pin, 3 - blade bushing fork, 4 - blade hinge fork.

Swash plate: 1 - main gearbox, 2 - L-shaped rod (made integral with item 8), 3 - ears, 4 - splined joint of the outer ring drive, 5 - bearing housings of the cardan ring, 6 - coupling sleeve of the outer ring, 7 - cardan ring, 8 - inner ring, 9 - outer ring, 10 - counterweight of the spline joint.

Tail rotor drive mechanism: 1 - tail rotor clutch fork, 2 - crosspiece, 3 - pin, 4 - axial hinge driver, 5 - rod, 6 - slider of the propeller pitch control mechanism, 7 - slider drive trunnion, 8 - pin (steel 45 , rod with a diameter of 4), 9 - bearing 7000105, 10 - gear housing (D16T), 11 - bearing 7000102, 12 - cup (Z0KhGSA), 13 - propeller drive pulley.

Tail rotor bushing: 1 - cross (18Х2Н4МА), 2 - pin (З0ХГСА), 3 - bushings (bronze), 4 - thrust pin, 5 - axial hinge driver (З0ХГСА), 6 - blade, 7 - blade cup (З0ХГСА) , 8 - rubber sealing ring, 9 - retaining ring.

Main rotor blade: 1,2 - outer spar gorse (larch, northern pine, ash, beech with a density of 0.8 g/cm3), 3 - coating (fiberglass s0, 1, two layers), 4 - middle gorse (wedge "on no"), 5 - middle spar element (wedge "on no"), 6 - external spar elements (southern pine, spruce with a density of 0.25-0.42 g/cm3), 7 - foam plastic (PS, density 0.15 g/cm3), 8 - coating (fiberglass s0.05, two layers, the second layer at an angle of 45° to the axis), 9 - weight (lead), 10 - coating (fiberglass s0.1, two layers, one layer at an angle 45° to the axis), 11 - rivet, 12 - trimmer.

Tail rotor blade (linear twist): 1 - spar (larch, ash, beech, northern pine with a density of 0.8 g/cm3), 2 - shank (PS foam), 3 - plugs (pine), 4 - balancing weight (lead , diameter 8 mm).

How much has already been said about helicopters... A lot has been created. And a newbie comes to ParkFlyer and asks all the same questions: “what motor to buy for the 700 carcass”, “what servo to put on the tail of the HK600”, “which battery would be better for the 500 car”, and “why is it on it?” blades from 600". IN best case scenario They give him a link to the form, at worst they send him to Google, but most often they simply ignore him. The purpose of the article is to figure out what you need to buy to build a helicopter from scratch...

Let's start with the fact that this article will discuss only what we want and what we need to buy for this. We will talk about configuration and assembly in other topics.

The most FAQ when choosing the FIRST helicopter.

“I want a large gasoline helicopter, they say they fly great, which one should I buy?”
Stop thinking about the internal combustion engine. Usually these are cars of at least class 50, with a glow engine, and this is a lawn mower with a meter-long rotor, the energy of which is comparable to a shot from a large-caliber barrel. The high complexity of controls will make you refuse to repair the helicopter for life, ruining your modeling experience.

“I have a lot of money, I don’t care about the cost of the helicopter, what do I need to fly on the 700 algin?”

With zero piloting skills, the first flight will last no longer than 20 seconds. Lift it into the air, get scared, get confused in the sticks and drop the model, at best, into the ground, in worst case cut off your hands, fingers and other parts of your body. In order to fly a 700 Algin you will need one two thousand $ and a good trauma surgeon.

“Can I make a helicopter myself from what is sold in car dealerships?”

If you are an RC helicopter pilot with five years of experience, an 11th grade mechanic and an aviation engineer, you will not ask such questions. An ordinary person cannot make a FLYING helicopter with his own hands.

"What to buy?"

For a beginner, there are 2 classes of helicopters available: 250 and 450. Both of these classes are eligible for your home. An assembled 250 will cost only slightly less than a friend’s older 450. It is much more difficult to control, it is a very agile, nimble and sharp helicopter, because... the larger the dimensions, the greater its stability, the further it can be moved away from you and because of its size it is better visible, I will focus on the 450 model due to the prevalence of the class, the huge number of repairs. parts and tuning, and the totality of flight characteristics. A well-tuned 450 model with stabilization behaves very well in water, on par with its 500 brothers. It is the 450 class model that is ideal for a beginner.

We have decided on the model, now let's move on to the details:

Equipment
It is best to buy equipment from Turnigy. or, it's hard to say. For a new model of equipment you need to purchase additionally. It is better to buy an old model with a built-in transmitting module. Still, I recommend the good old turntable 9x. She is almost always in stock, all her ailments have been identified and treated. Immediately for the equipment, buy and

Price: 2000r + 300r + 230r

Carcass
Many fans of T-REX and ALIGN will say that it is better to take the original, citing the fact that they are more reliable, more precise in control and pleasant in the air. They are right in everything except one. Natural wear of parts rarely occurs for a beginner, and broken parts have to be replaced often. My advice: get a copy from HK. With or drive does not make much difference. The belt can forgive some mistakes when landing on the tail, the cardan transfers power to the tail better, the speed does not fluctuate as much as with a belt drive, there is no “overlap”, when landing on the tail there is only a small probability of the cardan breaking, that’s all the blades break more often. Personally, I chose the cardan drive and recommend it to you!

Price: 2200 rub.

Engine and regulator.
There is a proven motor for the 450 class. Simple, reliable, the kit already includes pinions, and if it breaks, it won’t be difficult to rewind the winding yourself.
The regulator should be chosen based on the needs of the motor. Optimal choice there will be a 40A regulator. For example, an excellent compact reg with WEIGHT and a lot of reviews. But it won’t fit into the case; you’ll have to hang it outside (few people stop it). If you are an esthete and want the helicopter to look impeccable, buy a baby. IN Lately The build quality of this model has improved, but there are still defects. Be sure to buy a connector and heat shrink and so that you can attach the battery to the regulator.

Price: 650r + 600r + 120r

Servo drives
There are many, many options when it comes to servos for the swashplate.
The best thing I've come across in terms of price/quality ratio is this. A friend of mine flew them for 2 seasons in 3 helicopters. We survived about 20 falls and are still holding zero and confidently practicing the quick transition to extreme positions. Take 4 things just in case. A spare servo will not be superfluous.
For the tail, I strongly recommend shelling out for an expensive and proven servo. There is nothing worse than a tail servo failure. As an option , . Believe me, the miser pays twice. It is the tail servo that is constantly in work, and during the flight it experiences enormous loads. You can use and, but be sure to check them before each flight and between batteries. Your attentiveness will help you out more than once.

Price: 720r + 1300r

Gyroscope.
My advice to you is that for a start it will be enough. Yes, in some ways it is inferior to the Futabav giriki, albeit rarely, but you come across a defective one, but for 400 rubles you can’t find anything better. BUT if you have the opportunity, do not spare money on. It will more than once save your wallet from devastating expenses on new blades, intermediate shafts and main gears.

Price: 400r or 2400r

Batteries and charging.
The classic version for a 450 helicopter is a battery with a capacity of 2.2Ah. It’s worth choosing based on current output to begin with (like a pancake), it’s enough for the eyes. Great battery. Take 2 or 3 pieces, because one battery is not enough for normal training. Later, when you grow up and learn how to hang, make loops and rolls, for active aerobatics, buy yourself batteries of a higher rank, but now it’s a waste of money.
Charger definitely. Patterns will change, time will move forward, and Charger, just like RC equipment, you will have it for many years. Don't skimp and buy the original version.

Price: 900rub + 900rub

Tool
Be sure to buy also.

Price: 150 rubles

Rem. set.
The mistake many beginners make is that they think they will never fall. YOU WILL! And you will fall very often. It is for this reason that I chose the 450th kit. The price of a crash ranges from 100-400 rubles. These are mainly the main and rear rotor blades, main gear, tail boom, flybar, as well as intermediate and tail shafts. You can save on the latter by purchasing a model with a belt drive. Be sure to buy the so-called crash kit. It will allow you to immediately begin repairing the model in the field and fly again in 10 minutes.

People have been fascinated by the idea of ​​flight since ancient times. They envied animals with wings: birds, butterflies, dragonflies. Any boy, as well as an adult man, will not refuse to play even with a small flying model. And many of them are wondering how to make a helicopter with their own hands.

Certainly, finished model can be purchased in the store. Moreover, various options are offered price categories and in different degrees readiness. If desired, the buyer can find a miniature car that is completely ready to fly, and one that needs to be assembled from the smallest parts.

But the most interesting option will still be how to make a radio-controlled helicopter yourself.

What is needed for this

To complete this difficult task you will need some materials. Both ordinary ones, for example, glue, drawings, material for making parts, and specific ones, such as a control panel.

People are often interested not only in how to make a helicopter, but also how difficult it is. In fact, these models are considered relatively simple. The fact is that during their construction such types of work as gluing, grinding, and covering with material are not used. The flying car will consist of nuts, bolts and several basic mechanisms that need to be assembled into a single whole.

For assembly radio controlled helicopter It is advisable to use a gyroscope. It will have to be purchased ready-made. This part is necessary in order to correctly orient the helicopter in space; it will prevent it from turning over or falling on its side. This is especially important during the first flights, when the pilot himself is still inexperienced and is just learning to control his machine. The gyroscope also helps compensate for wind pressure.

Where to begin

Before you make a helicopter, you need to select a diagram and drawings. Then cut out the component parts from the material (usually wood or plastic).

The parts are connected to each other using bolts and nuts, resulting in a kind of Lego helicopter. Sometimes glue is used, but such connections may not be strong.

Engine assembly

Then they begin to assemble the engine. The models use batteries, which are located in the center of the body to ensure an even horizontal position of the machine in the air.

An axle for a screw is inserted into the power supply, and screw blades are installed on it. At this stage, you should conduct a preliminary check of the interaction of the control panel with the model engine and make sure that all functions work correctly.

It makes sense to use a special remote control for a helicopter. In addition to the basic functions that an airplane remote control can perform, a helicopter remote control is also equipped with the ability to provide interconnection between the gas and the angle of the blades. Additional channels can be used to control the gyroscope or landing gear.

Final assembly

All that remains is to assemble the model. You need to connect the controls correctly, don't forget about the tail rotor. The helicopter is ready for the first flight tests, which will help correct possible shortcomings.

After this, all that remains is to decorate the body, and you can enjoy flying. All that remains is to think in the future how to make the helicopter even faster and more maneuverable.