Small helicopter name. The fastest and lightest helicopter in the world

Designed to transport people, weapons and their use. They have serious armor and high speed. But they are not suitable for civilian purposes: they are too large, expensive and difficult to manage and operate. Even during the Cold War, foreign manufacturers began to create light helicopters; in Russia this began with some lag.

Development of light helicopters in Russia

Domestic companies are inferior to foreigners in the field of creating light helicopters. But the Russian Helicopters holding company does not agree with this position and is taking active steps to change. The military light helicopter Ka-226, which was developed for India, was converted into a civilian one, and the first orders for the Ka-226T have already been completed. The take-off weight of such a machine is 3600 kg. Gazpromavia ordered 18 vehicles to patrol the gas network. They requested a separate modification of the Ka-226TG for flights in difficult climatic conditions. The Ka-226TG can fly in the dark and in fog, which increases the flight range without refueling.

There is a plant in Tomilino with a capacity of up to 20 cars per year. Configured to produce the AW139, a 6.4 tonne helicopter designed for passenger transport. It is planned in the future to supply such helicopters throughout Russia and the CIS countries.

Also, Russian Helicopters continues active cooperation with AgustaWestland, which contributes to the development of helicopter production. The light helicopters of the world will not be left without the Russian flag in their ranks.

Ansat

Partnerships with foreign companies are good, but I would like to have my own light Russian helicopters. One of them is “Ansat” (translated from Tatar as “simple”). This is a light multi-purpose helicopter, designed and assembled at Kazan Helicopter Plant OJSC.

The first Ansat was launched back in 1999. Despite the name, the history of its development is not so simple. This is the first helicopter in Russia equipped with an electric remote control system. After production, the vehicle was supplied to the Ministry of Defense and to South Korea, where the accident occurred that led to the death of the pilot. The cause was recognized as EDSU. After this, the designers carried out work to improve this system, and a civilian version was released with a hydromechanical control system - “Ansat-1M”. Police and forest services continue to use Ansat for their needs. And for Korea, a special modification “Ansat-K” was released, that is, Korean.

The helicopter has two turboshaft engines and a maximum take-off weight of 3.3 tons, with its own weight of 1-1.3 tons, it can carry 9 people. To facilitate the design, modern technologies and materials, including composite ones, were used. Despite all the difficulties, by 2018 the Ministry of Defense plans to purchase up to 40 such helicopters with an average cost of 101.4 million rubles.

However, there is not only a military version, but also a passenger, transport, administrative version, for rescuers, doctors and training flights. This is a full-fledged light multi-purpose helicopter.

"Golden eagle"

In recent years, the American company Robinson Helicopter has been the leader among suppliers, but the domestic company Berkut Aero LLC is going to take the lead with its brainchild. Due to the use of modern technologies and materials, and other design solutions, the light multi-purpose helicopter "Berkut" is 2 times cheaper than its foreign analogues. The plant in Tolyatti has the capacity to produce 15 helicopters per month.

It is available in two trim levels with different 147 hp engines. and 150 hp, has two main rotors. This solution makes it possible to reduce the diameter of the propellers and the overall length of the vehicle due to the absence of a tail rotor. Although a coaxial helicopter is easier to control and more resistant to bad weather, its center of gravity is shifted upward and the height of the machine is increased.

The flight range of the Russian Berkut VL is 600 km, while that of the Berkut VL-M is 850 km. It takes off at a speed. The vehicle's flight ceiling is 3000 m. The weight of an empty helicopter is below half a ton (this is the lightest helicopter in Russia), and the speed it can reach is up to 170 km/h. Can be used for both civil and rescue purposes and for patrolling areas.

Helicopter for extreme entertainment

There are helicopters that seem to have been created only for entertainment. These are the lightest helicopters in the world. This is exactly the idea that the creators of AirScooter II had. This is the lightest single-seat helicopter made of high-strength materials.

They tried to make it as simple and easy to use as possible. It has two coaxial propellers that rotate in different directions and are responsible for lifting and maneuvering. Instead of landing gear or runners, two floats are used, which allow a safe landing on the water and on the ground.

A four-stroke engine was developed specifically for the AirScooter II. To the right of the pilot there is an 18.9-liter fuel tank, which allows you to fly for up to 2 hours at 15 meters above the ground. Despite the fact that this helicopter was created for extreme sports, it can be used for express mail delivery, patrolling and surveillance, and will also be of interest to hunters.

The lightest helicopter

It is worth mentioning the Japanese GEN-H-4. This is a civilian helicopter that made its first flight back in 2000. It has the simplest design and control. During the design decisions, a coaxial design of propellers was used, which are driven by four small engines. According to the creators, according to the instructions, you can assemble it yourself in half an hour.

This flying baby has modest, but sufficient performance for its size. Its carrying capacity is only 86 kg, the official height ceiling is 3000 m. Although it is simply scary to climb to such a height on it. A person weighing 79 kg can fly it for about an hour at a speed of 88 km/h, then refueling will be required. The structure itself weighs 70 kg - this is the lightest helicopter!

The GEN-H-4 is jokingly called the “flying stool.” It's essentially a chair with wheels, to which four two-stroke engines are attached and 4-meter blades on top. All engines operate autonomously from each other, and failure of all of them at once is unlikely. This lightest helicopter can hold on three and land on two. Just in case, a parachute is included in the kit.

A helicopter for the price of a car

In our age of high technology, there is an idea to create a flying vehicle that will cost no more than a car, and training on it will be simple. So far, only two devices have approached this brink. The American AirScooter costs 50 thousand dollars, and the Japanese light helicopter GEN-H-4 costs 30 thousand dollars, and a pilot can be trained in a few days.

Light multi-purpose helicopter "Aktai".

Developer:KB KVZ
Country Russia
First flight: 2006

The development of light and small helicopters was interrupted in our country in the 60s with the discontinuation of the Mi-1. The helicopter, very successful for its time, was built from 1950 to 1965. In total, over 2.5 thousand “units” were produced. Mi-1 became the first domestic mass-produced helicopter. It was with him that the formation of helicopter aviation in the country began. Consistent modernization of the helicopter turned it first from a three-seat to a four-seat, and then to a five-seat. At the same time as the Milevites, small helicopters were also being created at the N.I. Kamov Design Bureau, but the passion for gas turbine engines, alas, stopped the development of light helicopters at this company as well. All projects remained on paper. No one showed interest in light-engine rotorcraft in a country with a planned economy. The main consumer of such machines - the amateur athlete - was absent in the USSR, and DOSAAF flying clubs managed to train military reservists using the bulky Mi-2. Fuel and resources were not conserved.

The only one who was in dire need of a light aerobatic machine was the USSR helicopter sports team. For her, 20 years ago, the aerobatic Mi-34 was created at the Mil Moscow Helicopter Plant. Unfortunately, due to objective and subjective problems, it has still not become widespread. The promising Mi-60MAI also did not leave the design stage. The Ka-115 also remains an elegantly executed model. So the Russian helicopter industry has nothing to oppose to the impending expansion of “Robinsons”, “Enstroms” and “Schweizers”. However, a “ray of hope” flashed from Kazan. There they began building the first flight model of the Aktai small helicopter.

Headed by General Director A.P. Lavrentiev, the Kazan Helicopter Plant (KVZ) is considered one of the leaders in the global serial helicopter industry. The Mi-8 "workhorses" mass-produced there are in use in more than 80 countries, and they will bring stable income to builders for many years to come. Despite this, in the early 90s, Kazan helicopter manufacturers thought about expanding their product range and created their own design bureau. They made their main bet on the development of a light multi-purpose Ansat with a take-off weight of 3.5 tons, but they also thought about creating a cheap vehicle of an even lighter class.

The simultaneous development of two new devices at once was beyond the capabilities of the emerging design team, and Deputy General Director of KVZ V.B. Kartashev at the end of 1996 proposed to head the design of a small two-seater helicopter to the honored Moscow engineer N.A. Nazarov, who had extensive experience in creating helicopters at the Moscow Helicopter Plant named after Mile. His assistant was G.Yu. Shatsky, also with extensive experience in design work at the Milevsky company. Kazan engineers, led by KVZ chief designer A.I. Stepanov, began designing a number of helicopter systems.

The new Kazan aircraft was initially intended to meet the steadily growing global demand for small and inexpensive rotary-wing aircraft for individual use. Many outstanding founders of helicopter engineering, such as I.I. Sikorsky and N.I. Kamov, dreamed of the creation and introduction into wide use of this kind of “people's helicopters”, believing that such machines could take a place in the garages of private owners along with familiar cars and other modes of transport.

Kazan customers gave the small helicopter the name “Aktai” (translated from Tatar as “White Foal”). Thanks to the moderate price characteristic of our products, the Kazan “rotorcraft Pegasus” will find wide demand not only among domestic consumers, but also among foreign enthusiasts of light-engine rotorcraft, will displace the “Robinsons” and “Schweitzers” that have filled the market and will contribute to the further development of small private aviation both in our country and abroad.

The creation of a large “herd” of Aktai helicopters and its subsequent modifications in Russia is especially relevant and economically justified due to the low density and poor quality of the road network.

As the experience of the global helicopter industry shows, the most crucial design moment is the development of the initial concept of the aircraft. A mistake at this stage can affect the entire fate of the helicopter. The designer first of all dissuaded the customer from the seemingly very attractive concept of a two-seat helicopter of the smallest possible size. Marketing analysis shows that due to the small payload, helicopters of this type have relatively limited use - only as a means of initial training and “near-airfield training”. Of the variety of two-seat aircraft, only the famous Robinson R-22 is in real demand. And even then, after the “R-44” went on sale, it was more like a cheap addition to its four-seater “brother.” The vast majority of buyers prefer to purchase 3-4-seater helicopters (over 25% of the fleet of small and light civil helicopters). They are capable of a much more diverse range of tasks. A "flying car" is always preferable to a "flying motorcycle".

Since the arrangement of four seats forced a significant increase in the dimensions of the cabin and the helicopter itself, the customer and the developer agreed to design a compact three-seat version. The pilot and passengers are seated in a row, the pilot is in the far left seat. At the same time, for the first time for helicopters of this class, certified energy-absorbing safety seats from Fischer were installed on Aktai, which increased the rating of the helicopter on the world market. For the first time for vehicles of this class, the Aktai has met the FAR/JAR requirements for the survival of the crew and passengers during an emergency landing (fall from a height of 15 m).

For sport aerobatics or long-term monitoring, two or one seat is left in the cockpit. The lightweight (in aerobatic version up to 850 kg) Aktai will allow you to perform aerobatic maneuvers with G-forces of up to 3.2 or perform patrols lasting at least 6 hours. When used for training purposes, two sets of command control levers are installed in the cockpit. Cadets in the right seats can change seats mid-flight. Extensive experience in using three-seat helicopters Bell B-47, Hiller H-12, Shweizer-300C, etc. confirms the feasibility of such an arrangement on training and training vehicles.

In addition to sport flights, a private owner of a three-seater helicopter will be able to use it for recreational trips with two passengers on board or an urgent flight, for example, to a place of work in traffic jams during rush hours. To accommodate the luggage of the owner and passengers, the Aktai has a trunk for 80 kg of cargo. This compartment is so impressive in size that in extreme situations it can carry one more passenger. The area for placing cargo increases significantly when passenger seats are removed. Then, inside the helicopter, a single vast cargo compartment is formed, occupying almost the entire area of ​​the cargo floor, in which up to 240 kg of cargo can be placed. The cargo compartment along the entire length of the fuselage is one of the “highlights” of the new helicopter.

Large loads weighing up to 300 kg can be transported on an external sling. In the latter case, the estimated flight range of the Aktai is reduced from 400 to 100-150 km. The helicopter can also be equipped with containers for chemicals weighing up to 290 kg, spray booms and other equipment for aerial agricultural work. In this version, Aktai is extremely attractive for farmers and collective agricultural farms. Another important, according to its developers, application of Aktai, mandatory for any type of helicopter, is a medical support vehicle. "Aktay" can transport a stretcher patient or injured person over a distance of 300 km to the hospital. For ease of loading stretchers, a relatively wide cargo hatch is provided in the rear part of the fuselage, closed with a hinged flap. In this case, one of the passenger seats is dismantled, and the accompanying medical worker is placed on the other. The helicopter is of great value as a flying ambulance for hospitals in remote areas, as well as in large cities with tense transport conditions. The landing weight of the vehicle is quite acceptable for existing helipads on the roofs of capital hospitals.

Listed above are only the main directions for the future use of the Aktai helicopter, which were taken into account when choosing parameters, general appearance and layout in the design. After the start of serial production, the device will undoubtedly expand the range of economically feasible areas of application and will become a unique small multi-purpose helicopter that has no analogues in its class. Its price will be affordable to the widest range of rotorcraft operators.

Modern helicopter manufacturing is characterized by constant modernization of existing types of helicopters in order to create new basic models on their basis using ready-made units and systems that have been tested in operation. For this purpose, the Aktai developers chose the parameters of the helicopter with some margin to create on its basis a number of other vehicles with increased payload and passenger capacity. The basic concept of the Aktai developers was to design a helicopter in strict accordance with the latest international airworthiness standards FAR/JAR-27, which will give the promising aircraft significant advantages over its competitors. According to the designers' estimates, a helicopter of this type can be highly competitive in the market only by keeping its price within the range of 200-300 thousand dollars, direct operating costs - 80-100 dollars/hour and fuel consumption - 30-40 kg/hour. The Aktai uses a minimum of life-saving units, and the overhaul life of the units and the engine will be 1500-2000 hours. The estimated calendar service life of the helicopter is 15 years. The weight return was assumed during the design - no less than 0.39 - 0.43.

The components and parts of Aktai were developed in accordance with the main serial technologies adopted or implemented at Kazan Helicopter Plant, according to the principle of balanced use of innovative and traditional technical solutions, structural materials and technological processes. This will also ensure the machine is competitive in terms of performance and price. For example, instead of the composite structure recommended by many experts, a simple all-metal structure was chosen for the helicopter airframe in order to ensure the low cost of the product and the ability to quickly adapt it to large-scale production. It is also more maintainable in the field. The machine was designed with a moderate weight reserve, taking into account the inevitable overweight of some units and systems during the subsequent development of the helicopter.

In addition, marketing analysis indicated the need to provide the helicopter with good flight and autorotation characteristics, acceptable ground noise levels, sufficient cabin comfort, and an attractive design and finish. Thus, by the beginning of 1997, the main package of design concepts for the design of the Aktai helicopter was formed, and its creators began developing a preliminary design of a promising helicopter.

The work of the designers proceeded quickly and already in the first three months of 1997 the working preliminary design was completed, and in the summer of the same year they built a full-scale model, which was first presented to the aviation public at MAKS-1997. In 1998, important additions were made to the preliminary design and the general appearance of the promising machine could be considered mature. The design of the main units and systems as a whole has been determined.

The performance of a helicopter and its success in the market are largely determined by the correct choice of engine. Analysis of customer requirements and helicopter operating experience have convincingly shown the feasibility of using only internal combustion engines on Aktay-class helicopters. It is this type of helicopter that is most in demand in the world today.

A mandatory condition for maintaining an acceptable cost of a helicopter in both the domestic and foreign markets may be the use of a domestically produced power plant. Unfortunately, since the late 40s, internal combustion aircraft engines have practically not been created in our country. Light-engine aviation was content with the 9-cylinder star-shaped M-14, created in 1948, which by modern standards was bulky, heavy and low-resource. The M-14 uses expensive types of gasoline and oil, and starting is also difficult.

The Aktai designers found a way out by using an engine of a fundamentally new design - a rotary piston. Since the 60s, their development has been carried out by SKB RPD AvtoVAZ in Togliatti, which, under the leadership of chief designer N.M. Budnikov, has created a number of successful motors of this type. At the beginning of the last decade of the last century, Tolyatti residents began creating rotary piston engines (RPEs) for aircraft, receiving an aircraft developer certificate in 1996.

N.A. Nazarov had a long-standing partnership with SKB RPD. For his new helicopter, in 1997, he ordered a VAZ-426 engine, consisting of three sections of a rotary piston engine, tested on Lada cars. Each section at that time developed 80 hp. Total power of 240 hp. more than enough for Aktai. By now, the Togliatti team has already raised the sectional power to 90 hp. and are successfully working on a 100 hp modification. At MAKS-2003, SKB RPD demonstrated already certified samples of one-, two- and three-section aircraft engines, including a specialized helicopter VAZ-4265 for Aktai. Currently, SKB RPD is conducting research on converting the engine from motor gasoline to jet fuel, which will allow it to “fit” into the supply and operation systems of both civil and military aviation in the future.

Thus, the promising light machine of the Kazan helicopter plant is reliably provided with a mature and certified domestic power plant with a solid power reserve. The family of aircraft rotary piston engines is the most important domestic priority in the field of engineering technology and a reliable support for the export policy of SKB RPD for the next decade.

Equipped with a RPD water cooling system, the VAZ-4265 weighs only 162 kg (for the M-14V - 254 kg, for the Lycoming 540 - 202 kg). Its small dimensions make it easier to place the motor above the aircraft fuselage on the ceiling panel of the central part. The entire fuselage is thus freed up to accommodate the payload. Electric start ensures cold engine start at temperatures down to -25°C, which reduces the cost of operation in northern regions and reduces flight preparation time. The engine runs on relatively inexpensive gasoline and oils, has high throttle response, is not afraid of overspeeding, allows power boost, has torque at low speeds, is economical and lightweight. Installing a turbocharger will significantly increase the altitude characteristics of the VAZ-4265 when modifying the helicopter for high-altitude or hot operating conditions.

The decision to install the VAZ-4265 on the Aktai was truly revolutionary and has no analogues in the global serial helicopter industry, but in making it, the designers were guided by the real state of affairs in the domestic aircraft engine industry and a critical assessment of the prospects for its development. In the official conclusion of the main center of domestic aircraft engine manufacturing - CIAM, in particular, it is said: “Aviation rotary piston engines VAZ-416 and VAZ-426, according to their declared data, are quite comparable with four-stroke piston gasoline engines, somewhat inferior to them in terms of specific cruising fuel consumption, and can be used as an engine for light aircraft and helicopters.”

The RPD drives the main and tail rotors, fan and generator of the helicopter through a transmission. It consists of: a main gearbox with drives and couplings, a tail gearbox and a transmission shaft. The main gearbox is mounted on a sub-gearbox frame to the ceiling panel of the central part of the fuselage. The compact and lightweight main gearbox of the classic two-stage planetary design was created at the St. Petersburg OJSC “Red October” under the leadership of chief designer G.P. Smirnov. The weight of the gearbox is only 56 kg. With its creation, Gennady Petrovich proved that he can make excellent gearboxes not only for multi-threaded circuits. The gearbox takes incoming revolutions from the engine at 6000 rpm and reduces them to a main rotor speed of 344 rpm. Gearbox lubrication is bubbler. The spring serves to transmit torque from the engine to the main gearbox.

The main rotor of the Aktai helicopter is of an original design. The aerodynamic configuration of the blades was chosen to minimize the hinge moment. They are designed using technology already used on Ansat blades, have a trapezoidal shape and are made of composites. The blade spar is made by laying out high-modulus cord fabric with an epoxyphenol binder. The tail section of the blade is of a continuous design, made of organotextolite casings with a filler made of polymer polymer - Nomex. Nickel fittings protect the tip of the blade from abrasive wear. For the first time, helicopters of this class are equipped with an anti-icing system on the blades. The main rotor hub is designed using modern solutions that ensure the absence of routine maintenance and operation according to its condition. The hub has a fiberglass hub with three consoles, on which the blade sleeves are suspended using fabric and rubber-metal bearings. The flapping movement of the blade in the plane of rotation is compensated by elastomeric dampers.

Two-bladed tail rotor - 1.48 m in diameter with a common horizontal oblique hinge. Rectangular blades are structurally similar to main rotor blades. Their serial production is also planned to be mastered at Kazan Helicopter Plant. Self-lubricating fabric-metal bearings ensure rotation of the blade in the axial hinge. Low angular speeds of rotation of the main and tail rotors, as well as the installation of a muffler in the engine exhaust system, significantly reduce the noise level on the ground and in the cabin.

The swashplate is designed according to the classical design with a cardan suspension of the plates on the slide and has only one lubrication point. The helicopter control system is boosterless, rigid type, with a trim mechanism. A hydraulic lock is installed in the cyclic pitch control circuit, which prevents the transfer of variable loads from the propeller to the control handle. The control channel mixer is of original design. The Aktai control system also includes engine and rotor brake control systems.

The all-metal airframe of the Aktai helicopter includes the nose and central parts of the fuselage, a tail boom with a fin and a stabilizer. The forward part of the fuselage houses the cockpit, helicopter controls, electrical and radio equipment compartment, as well as engine starting and cabin heating equipment. The cabin has doors on the right and left sides, equipped with an emergency release mechanism. The large glass area of ​​the canopy provides good visibility. The central part of the fuselage, formed by two power frames, is located behind the cockpit and contains a cargo compartment of significant volume with access from the cockpit, through the cargo door on the starboard side, as well as through the ladder door on the left side at the rear of the fuselage. Such access to the cargo compartment is another feature of the new Kazan helicopter. The ladder door also facilitates access to the power plant compartment when servicing the helicopter. In the central part of the fuselage to the left of the main rotor axis there is a fuel tank. For ease of inspection and maintenance of units and systems, special hatches are provided.

Behind the cabin, above the cargo compartment, there is a power unit compartment, which contains an engine with a starter, a main gearbox with a drive box, a generator, a fan, an engine cooling radiator and an oil cooler. The compartment is closed with folding hoods. In accordance with the requirements of FAR/JAR, the strength of the structural elements of the fuselage, the supporting system and the engine prevents them from falling into the cabin during an emergency landing. A tail boom with a keel and stabilizer is attached to the rear part of the fuselage, and a tail gearbox is attached to its end part. The beam garrot houses the transmission shaft between the main and tail gearboxes. The helicopter is equipped with an all-duralumin skid landing gear, consisting of front and rear springs and two skids. When based in coastal and lake areas, the skid chassis can be replaced with a float one. A safety crutch is installed at the bottom of the keel.

The fuel system provides uninterrupted power supply in all flight modes, including during aerobatic maneuvers. It consists of a tank with a capacity of 300 liters, an electric pump, an anti-tide chamber, etc. The tank shell is double: the outer one is hard duralumin, and the inner one is rubber. Thanks to this, the Aktai, for the first time for helicopters of this class, met the certification requirements for maintaining the tightness of the tank when a helicopter falls from a height of 15 m. The tank volumes ensure uninterrupted power supply to the engines during a 6-hour flight in normal cruising mode.

The Aktai oil system includes an air-oil radiator, pump and other elements. The main element of the engine cooling system is an axial-type fan located on the axis of the transmission shaft, supplying outside air to cool the fluid in the radiator. The coolant is antifreeze. In addition, Aktai is equipped with fire extinguishing systems, heating and ventilation, power supply (with a generator and battery), as well as external and internal lighting and signaling equipment. A landing light is installed in the nose of the helicopter. The generator ensures the operation of anti-icing systems of the propellers and electric heating of the cabin, as well as other energy-intensive special equipment.

The Aktai helicopter can be equipped with a set of instrumentation equipment that allows you to fly according to both visual flight rules and instruments. It includes instruments for monitoring the operation of the power plant, transmission and control of the helicopter, a speed indicator, a barometric altimeter, a magnetic compass, as well as a variometer, radio altimeter, artificial horizon, clock and thermometer. An emergency operational flight information recorder BUR-Sl is installed on board. Aktai's radio equipment includes a Yurok radio station of the MV range, an intercom and a warning sound signal.

The Ansat design makes it possible to carry out its maintenance and repairs during operation with high quality and minimal labor costs. This is achieved by accessibility to components and assemblies, ease of removability and interchangeability. For ease of inspection and maintenance of units and components, there are extensive hoods, and the fuselage has footrests, a ladder flap and special hatches. The helicopter provides the ability to replace the engine, gearboxes, and transmission units of the supporting system in the field. When replacing the engine and components, a convenient approach to their mounting points, lines and connectors is provided. The tail transmission shaft and tail rotor control rods are covered with an easily removable sectional casing. Inspection and lubrication of articulated joints is carried out without removal from the helicopter. The number of required lubrication points is kept to a minimum. To facilitate the approach when installing equipment located on the central console and dashboard, all panels and panels can be easily opened. Units of electrical, radio and instrumentation equipment are concentrated in a special instrument compartment, which facilitates their maintenance and replacement.

The Aktai can be operated in a temperature range from -50°C to +50°C, at barometric pressure corresponding to altitudes from 300 m below sea level to 5000 m above sea level, with relative humidity from 0 to 98% and maximum wind speed in front - 15 m/s and 10 m/s from other angles. Take-off and landing are provided from platforms with any surface 35 m long and 20 m wide.

All work on the Aktai project is financed from the internal funds of KVZ, which is overloaded with other, no less relevant programs - serial production and modernization of the Mi-17, certification and introduction into serial production of the Ansat, construction and flight testing of the Mi-38, etc. The Aktai program is not the highest priority among them. Therefore, it is not moving as quickly as many domestic and foreign enthusiasts of light-engine rotorcraft would like. However, to date, results have been achieved that allow us to hope for the speedy completion of the first most important stage of the program - the lifting of an experimental device into the air.

In recent years, Kazan helicopter manufacturers and their subcontractors have built most of the prototypes of the most critical units and components of the Aktai. Many of them have passed static tests. Bench dynamic and endurance tests of the most high-tech units - the main rotor hub and blades, as well as the tail rotor - have been going on for more than a year and a half. Last year, 2003, the KVZ assembly shop completed the construction of the first prototype OP-1 for comprehensive ground testing. It was successfully demonstrated at MAKS-2003 and is currently being used for its intended purpose.

In the spring of 2004, KVZ began assembling the first flight prototype of the Aktai, OP-2, and it is expected that in a few months it will arrive at the flight test station. On the eve of intense factory flight and certification test programs, the plant is already laying down the first experimental batch of Aktaev. On this first “herd” of Tatarstan “rotor-wing foals” they will not only complete all test programs to fine-tune the basic model, but will also test further directions of its development. According to the creators of the Aktai, the structural foundations laid down in this machine will make it possible to create on its basis a range of even more spacious and load-lifting helicopters.

The main rotor, which provides a take-off weight of 1240 kg on the base model, has reserves for increasing thrust. The characteristics of other Aktai units and systems can be boosted. When replacing a three-section VAZ-4265 engine with a power plant of two two-section VAZ-416 engines with a power of 180-200 hp each. each, you can create a four-seat twin-engine model with a two-row arrangement of seats in the cabin. Thus, with little effort, on the basis of the Aktai units and systems tested and mastered in production, a modernized Aktai-2 with a take-off weight of 1480 kg will be created. Its construction will not take much time.

The next step could be a five-seat light helicopter Aktai-3 of a higher class, created on the basis of a four-bladed version of the Aktai main rotor and a power plant of two VAZ-4265 engines. Its take-off weight will be about 1600-1800 kg. There is no need to explain how competitive this model, which has no analogues in the foreign helicopter industry, promises to become on the world market. Of course, such modernization will require a much more in-depth development of most units and systems, but the use of mastered engines, blades and main hub assemblies, that is, the most high-tech parts of the helicopter structure, will significantly reduce R&D costs and speed up the creation of a new model, very attractive for rotorcraft. aviation and domestic air exports. With the advent of Aktai, and then Aktai-2 and Aktai-3, the needs of the emerging Russian private helicopter aviation in the main classes of small helicopters will be fully met.

In a word, the Tatarstan “White Foal”, currently preparing for flight tests, has every chance of becoming the founder of a whole “tribe of rotary-wing Pegasus for helicopter stables” of the growing light-engine aviation of Russia.

Modification: Aktay
Main rotor diameter, m: 10.00
Tail rotor diameter, m: 1.48
Length, m: 8.35
Height, m: 2.69
Width, m: 1.90
Weight, kg
-empty: 605
-normal takeoff: 1050
-maximum take-off: 1150
Engine type: 1 x PD VAZ-4265
-power, hp: 1 x 270
Maximum speed, km/h: 190
Cruising speed, km/h: 155
Practical range, km: 400
Practical ceiling, m: 4700
Static ceiling, m: 1300
Crew, persons: 1
Payload: 2 passengers or 300 kg of cargo in the cabin or 240 kg on an external sling.

Light helicopter "Aktai".

In 1954, Hiller entered into a contract with the Pentagon to design and build an ultra-light helicopter designed for just one person. The Hiller ROE Rotorcycle, also known as the Hiller XROE-1, made its first flight on January 10, 1957. As a result, the Hiller company released only a small batch of pre-production samples of the XROE-1 Rotorcycle; a number of similar machines were assembled under license at the facilities of the British company Saunders-Roe Ltd, while the machine was never put into mass production. A total of 12 or slightly more ultra-light single-seat helicopters were assembled, 7 of which are today in various aviation museums, and one in a private collection.

Structurally, this helicopter, which is also called a rotorcycle, was a vertical pylon with a chassis in the form of three supports that formed a pyramid. The pilot's seat was attached to the lower part of the pylon, and the tail boom was attached to the upper part. A two-blade rotor was installed above the pylon. The power plant was represented by a 4-cylinder engine from Nelson, which developed a power of 43 hp. At the same time, the maximum speed of the miniature helicopter was 125 km/h, the flight range was 267 kilometers, and the service ceiling was 2800 meters.

This little technical masterpiece remained unclaimed. The aircraft, which could land on absolutely any site, attracted increased attention from military and civilian customers, but nothing more. The Americans believed that the Hiller XROE-1 had a bright future, including as a personal transport, but after the construction of several copies assembled in the USA and Great Britain, the project never received proper development and was closed, forever remaining one of the many experiments in world aviation.

The history of the ultra-light single-seat helicopter Hiller ROE Rotorcycle

The American designer Hiller received an order in 1954 for the development and serial production of a small single-seat helicopter from representatives of the US Navy's naval aviation. The first flight of this unusual device, which received the designation XROE-1, took place on January 10, 1957. By July of the same year, the entire complex of flight tests of the machine was completed, and during their conduct, the military noted the considerable potential of this miniature helicopter and thought about sending it into mass production. After completing the tests, Hiller began a demonstration tour with a prototype of his helicopter, which lasted 4 months and passed through American military bases. At the same time, the unusual aircraft was also presented to representatives of European states, members of the NATO bloc. He did this for the sole purpose of trying to find sales markets for his device, determine the potential demand for it and work out the possibilities of serial production of the “rotorcycle” abroad.

In September 1958, the US Navy agreed to a contract with Hiller's company to build five aircraft that were intended for the Marine Corps (MCC). This quick adaptation of an unusual aircraft to the needs of the Marine Corps further fueled interest in the unusual helicopter abroad. Journalists from European countries wrote about the unusual aircraft, calling it a “pocket helicopter,” and the English company Saunders-Roe LTD even bought a license to produce these rotorcycles. At the same time, all components would still be supplied to the UK from overseas.

A total of 10 aircraft were produced in the United States: 5 for the Marine Corps and another 5 for demonstration flights that were carried out in different countries of the world. Thus, one of the rotorcycles was presented in France. The prototype shown here was at first even of interest to the French company Helicop-Air, which initiated negotiations with Hiller’s company to purchase a license to produce this device in Europe, but rather quickly these negotiations reached a dead end. The company from France limited itself to only demonstrating this ultra-small single-seat helicopter at the Issy-les-Moulineaux base.

The Americans were interested in using the unusual aircraft for military purposes. In particular, they were extremely interested in options for using a miniature helicopter as a communications, reconnaissance, and tactical vehicle for small military units. Indeed, the military use of this single-seat helicopter required minimal logistical effort, since it could be transported in the most ordinary container by road or light aircraft, and it could be used from any site. It was also planned to be used as a rescue vehicle and a vehicle for evacuating the wounded from the battlefield.

But there were also purely civilian tasks for the unusual aircraft: monitoring civilian objects (work in the police, forestry, customs, monitoring dams and power lines). In addition, a single-seat helicopter could be used as a vehicle for representatives of some peaceful professions (postman, doctor), especially when working in difficult terrain.

At the same time, the civilian use of the device at that time was not yet so relevant, since the cost of serial copies was inflated and ranged from 4 to 5 million francs. In addition, in order to pilot this rotorcycle, it was necessary to have a valid helicopter pilot certificate. It is also worth adding here that many journalists were afraid of using such an aircraft in the city. For example, Maurice Morel, an employee of the French magazine L'Equipe, called a single-seat helicopter a “sky scooter,” noting that if two scooters collide on a city street, it will not be so scary, but if they collide with each other at a height 50 meters, this can be fatal, and not only for the pilots, but also for the people who find themselves below.

The single-seat helicopter was very compact and could be easily transported by different types of transport; it could also simply be dropped with a parachute in a special container without the threat of breaking upon landing. At the same time, assembling the miniature aircraft was very easy. Assembly of the helicopter was ensured by means of only 13 easily joined locks, which formed the steering beam, the landing gear, and the propeller blades. The machine could be brought into full working order in just 10 minutes, and everything was done according to fairly simple instructions that explained installation and assembly sequence. The device was disassembled according to the same instructions, but all actions were performed in reverse order.

The rotorcycle itself consisted of a semi-monocoque pylon in which a 43 hp engine was installed, a three-post aluminum chassis that absorbed energy during landing, as well as a simple tail boom. In this case, the pilot was in an open seat of the simplest design, being fastened in it with a regular belt. The single-seat helicopter used a two-blade propeller, which was located on the main pylon and had a diameter of 5.62 meters. The tail rotor had a diameter of 0.91 meters. Prototype number "2", which was ready at the end of 1960, was additionally equipped with a stabilizer on the tail boom.

Initially, the fuel tank was installed directly above the engine, but later it was moved to where the tail boom was attached to the main pylon and it took on the shape of a sphere. The four-cylinder two-stroke Nelson engine used in the helicopter developed a power of 43 hp. at 4000 rpm. At the same time, its weight did not exceed 20 kg, and engine cooling was ensured by incoming air flows during flight. The instrument panel, which was located on the nose landing gear, consisted of a tachometer, altimeter, anemometer and fuel gauge. Additionally, the single-seat helicopter could be equipped with a very light transceiver radio station. At the ends of the three-post chassis, floats could be installed for landing on water or even skis in case the helicopter was used in snowy mountainous areas.

The compact single-seat helicopter could lift a pilot (weighing approximately 77 kg) and a variety of military cargo with a total weight of up to 116 kg. The characteristics of the vehicle varied greatly depending on the load transported by air. At the same time, the empty helicopter weighed 140 kg, and the maximum take-off weight was 255 kg. With a weight of 220 kg, the aircraft could rise upward at a vertical speed of approximately 3.45 m/s (at sea level), but at an altitude of 1500 meters this speed dropped to 3.05 m/s. With maximum take-off weight, the rotorcycle's rate of climb decreased, amounting to 4.67 m/s and 2.70 m/s, respectively. The maximum speed of the device was 125 km/h, cruising speed was 84 km/h. Fuel consumption was approximately 18 liters per hour, and its reserve provided the small helicopter with a maximum range of 267 km.

According to the pilots who flew the rotorcycle, it was more convenient to pilot the small device than the most ordinary helicopter, since its inertia was significantly less, and in the air the device behaved much more stable than an ordinary heavy helicopter of those years. First, the pilot sat in his seat, like on a regular bicycle, lifting his leg, after which he sat down more comfortably and placed his feet on the control pedals. Starting the engine of the single-seat helicopter was very easy thanks to the electric starter, and warming up the engine took less than a minute. After landing the device on the ground, the rotor brake stopped the rotation of the helicopter blades within five seconds.

Flight characteristics:

Overall dimensions: length - 3.81 m, height - 2.29 m, main rotor diameter - 5.64 m.
Empty weight - 140 kg.
Maximum take-off weight - 255 kg.
Maximum flight speed is 125 km/h.
Cruising flight speed is 84 km/h.
Practical range - 267 km (77 kg pilot and 39 kg of fuel on board).
Practical ceiling - 2800 m.
Crew - 1 person.

Information sources:
http://avianikitoss.livejournal.com/473056.html
http://aviadejavu.ru/Site/Crafts/Craft31853.htm
http://www.airwar.ru/enc/oh/roe1.html
Based on materials from open sources

In 1971, by decision of the Government, the OKB team was entrusted with the development of an ultra-light single-seat helicopter in the interests of the Armed Forces of the USSR. Work on the project was headed by Deputy Chief Designer Sergei Nikolaevich Fomin. In accordance with the technical specifications, the helicopter had to be designed so as to ensure its placement in a cylindrical shipping container with a diameter of no more than 500 mm.
This requirement was determined by basing the helicopter on both surface and submarine vessels of the Navy and transporting it to the place of operation through torpedo tubes. The helicopter must be brought from transport state to operational state by one person within 15 minutes.

And another important requirement was put forward by the customer - long-term operation of the helicopter with complete autonomy from its home base.
These requirements immediately determined the design concept of the helicopter - it must be foldable, with a minimum number of detachable elements.
Various layout solutions were considered, and the experience of the Americans, who in 1956-57, was studied. held a competition for designs of single-seat helicopters.
As a result of a large amount of design and calculation work, the helicopter was designed according to the “folding corner” design with the pilot positioned in the same way as on the Ka-10 helicopter. The helicopter was equipped with an air-cooled rotary piston engine and a wheeled landing gear with a tail elastic support.

The use of an air-cooled rotary piston engine running on automotive fuel solved many problems: the dimensions of the engine were reduced compared to a conventional piston engine; his work became more uniform; vibration and noise levels have decreased; increased resistance to starting at low temperatures. In addition, the task of providing the helicopter with fuel and oils was simplified when moving away from its home base. During the development process, a full-scale model of the helicopter was built, on which the main layout solutions and the design of the folding units of the units and elements of the helicopter were worked out to the smallest detail at the level of working documentation.
In parallel with the mock-up, a prototype of the main helicopter module was created.
Structurally, the solution to the nodes of the folding elements of the helicopter was made according to the scheme of single-moving kinematic pairs. There were six such pairs that ensured the process of folding or deploying the machine into operational condition.

The detachable structural elements were only 4 blades of coaxial rotors. The blades were joined by a quick-release pin connection with a locking spring valve. The supporting system (except for the blades) and the helicopter control system did not require any adjustment work after the helicopter was deployed into operational condition.

As a result of full-scale testing of the helicopter design, it was possible to achieve that the time to bring the helicopter from the transport position to the operational position by one person was less than 10 minutes.
The helicopter could not be brought to flight tests due to the lack of development of the rotary piston engine.

Revolution Mini-500 is a single-seat multi-purpose helicopter developed by the American aircraft manufacturing corporation Revolution Helicopter Corporation in 1992.

Revolution Mini-500 photo

American aircraft developers from the Revolution Helicopter Corporation began designing the Revolution Mini-500 aircraft in the late 80s of the last century. As a base support, American aircraft manufacturers used the Hughes 500 helicopter model, however, in fact. To increase the popularity of the project and reduce its cost, the Revolution Mini-500 helicopter has lower operational characteristics, in particular, it cannot be used to transport cargo, carry out long flights, etc.

The design of the Revolution Mini-500 helicopter, compared to the Hughes 500 model, has undergone virtually no changes, however, due to the reduction in size, in particular with regard to the length and height of the aircraft, the Revolution Mini-500 aircraft has greater maneuverability, which ensures its use as a sports tool.

The Revolution Mini-500 helicopter made its first flight in 1992, however, it was officially presented to the public only in 1994, which was due to the need to refine the technical part of the aircraft. Since 1994, the production of Revolution Mini-500 aircraft has been carried out by the Revolution Helicopter Corporation, both as fully assembled and ready-to-use options, and as kits for self-assembly, and the production of the second option turned out to be much more promising - In just 5 years of production, aircraft manufacturers created about 500 sets, which indicates the obvious attractiveness of this model.

Photo Revolution Mini-500

The cabin of the Revolution Mini-500 helicopter has fairly compact dimensions, due to which only one person can be accommodated on board the aircraft, while, for the same reason, the helicopter cannot be used as a vehicle for transporting goods. Among other things, the Revolution Mini-500 helicopter has proven itself well as a sports aircraft, although, as such, this model does not belong to this class of aircraft.

The power plant of the Revolution Mini-500 helicopter consists of one Rotax 582 piston aircraft engine with a power of 64 hp, however, despite the rather low thrust, the Revolution Mini-500 helicopter is capable of accelerating to a maximum flight speed of 185 km/h. , and also cover distances of 360 kilometers.

Helicopter Revolution Mini-500

There are the following aircraft variants of the Revolution Mini-500 model:

• Revolution Mini-500– basic production version of the helicopter;
• Revolution Mini-500B- a weighted version of the aircraft.

Revolution Mini-500 technical specifications.

• Crew: 1 person;
• Capacity: none;
• Helicopter length: 6.88 m (Depending on modification);
• Helicopter height: 2.5 m;
• Main rotor diameter: 5.8 m;
• Empty helicopter weight: 150 kg. (Depending on modification);
• Maximum take-off weight: 375 kg. (Depending on modification);
• Cruising speed: 125 km/h. (Depending on modification);
• Maximum flight speed: 185 km/h. (Depending on modification);
• Maximum flight range: 360 km;
• Maximum flight altitude: 3420 m;
• Powerplant: Rotax 582;
• Power: 64 hp..