It’s still impossible to call this a miracle of the Chinese aviation industry. Is it just another achievement of Chinese handicraftsmen?
The angle of inclination of the main rotor blades is adjusted with twine. Well, we have to start somewhere, right?
Helicopters - universal look transport, but perhaps also the most complex from the point of view of flight mechanics. To understand the scale of our hero’s victory, let’s figure out what exactly he had to build.
If we leave only the basic components necessary to control a helicopter, the list will be as follows:
— Left hand the pilot holds the "handle" general management» with a throttle regulator at the end, which regulates the speed of rotation of the main rotor blades. This lever can also be moved up or down in the manner of a car handbrake - the angle of the blades depends on this movement. If the blades are parallel to the ground, the lift force is practically zero, it increases with increasing blade angle.
— Right hand The pilot rests on a “ring control handle”, made in the manner of a joystick, which allows the helicopter to be tilted at any angle. This is achieved by changing the angle of inclination of the main rotor blades depending on where they are at the moment. Thus, a sector is created in which the angle of inclination is greater - and therefore the lifting force is greater.
— The pilot’s feet control a pair of pedals, which determine the angle of the tail rotor blades, the main task of which is to neutralize the torque arising from the rotation of the main rotor. The latter would have easily “spinned” the cabin if the helicopter had not been equipped with another propeller on the tail. By pressing the pedals, the pilot can increase or decrease the thrust on the tail of the car.
All these pedals and handles give the pilot the ability to control the complex and ever-changing mechanics of flight, which, of course, requires constant concentration and composure.
Obviously, a device assembled from three wheels from a grocery cart, a welded metal frame, a crooked motorcycle engine and wooden screws can hardly claim to be the most sophisticated aircraft in the world.
Moreover, it is not yet clear how (or whether) Wu plans to install the tilt mechanism on the main rotor.
The young man reports that the homemade helicopter, which cost the inventor 2 months of work and $1,600 spent on spare parts, will lift him to a height of 2,600 feet. The Chinese government, however, is not so confident in the success of the event, so permission for takeoff has not yet been received.
Probably many have heard about the light two-seat Berkut helicopters, which are produced by Berkut Design Bureau LLC in Togliatti. So, this topic of helicopter construction in Tolyatti is far from exhausted. Single seat helicopter own design Dmitry Dmitriev collects in his garage in his free time from work. When asked what prompted him to take up such an unusual business, Dmitry said that he had always had a passion for design and invention, and also wanted to destroy the myth that it is much more difficult to assemble a helicopter than a car. According to Dmitry, in Russia several dozen people are already assembling helicopters at home, together they communicate on the Internet and share advice with each other.
01. Dmitry took the American Exec-162 helicopter as the basis for his helicopter
02. Just recently, Dmitry’s helicopter was completely assembled (only without the blades, which are not there yet). Dmitry tested it on the street and, having discovered some design flaws, decided to disassemble it and bring it to mind.
03. Dmitry made most of the helicopter parts himself.
04. The most difficult thing, according to him, is to find required material, no one wants to work with an individual; companies usually sell materials in bulk.
05. Rear screw.
06. Engine - VAZ 2111
07. After the tests, Dmitry decided to lighten the engine, remove the receiver, install a short intake pipe and a lighter muffler.
08. Central screw drive and muffler.
09. Dmitry has friends in a car repair shop that modernizes engines for sports cars, where he makes complex parts.
10. Dmitry has no special education related to aircraft construction; he figures out everything on his own, finding the necessary literature and communicating with like-minded people on the Internet.
11. O practical application Dmitry hasn’t thought about a helicopter yet, at the moment he prefers the assembly process itself.
12. A few details
14. Right there, in the garage, another interesting thing was discovered - a box for underwater photography, made by Dmitry from either a steamer or a juicer.
15. In addition to assembling a helicopter, Dmitry is also interested in diving and takes a little photographs.
16. It has already taken seven years to assemble the helicopter, but Dmitry is in no hurry, he does everything thoroughly, but, in his words, “without fanaticism,” not forgetting about his family.
28. Someone stamps parts in garages for space rockets, and Dmitry assembles a helicopter and dreams of his first flight.
Don't forget to click on the social buttons. networks, let's support Dmitry and wish him creative success.
If you have an interesting hobby and want to talk about it, write or call me (
We must pay tribute to the inventor - he created working structure from scrap materials. Such inventors should be united in a design bureau to revive small aircraft.
The helicopter was manufactured in 1979 in the city of Cherkassy. The entire structure is homemade, except for the engine. Parts from different techniques, wooden screw. Engine from the snowmobile “Buran”.
Flies at speeds of up to 150 km per hour. It was tested at an altitude of 8-10 meters, but theoretically it can fly higher.
The first video shows a test of a homemade helicopter.
Below is an overview of the helicopter, its design and capabilities.
Ultralight helicopter – “MICRON”
Uncle Vovik
Something similar was invented by Kamov back in the 50s!! His first Ka-8 and Ka-10 were exactly like in this video! those. a chair with a motor and screws! And which were undeservedly forgotten! Then there were the Ka-15, Ka-18, and the famous multi-purpose Ka-26!
If you want to make a small model of a helicopter for your child that flies like a big one, then you should.
Russian DIYer invented a helicopter
The video shows a helicopter assembled from improvised materials with your own hands. The test helicopter flies at low altitude.
Homemade helicopter / Homebuilt helicopter
Inventors are trying to rise above the water.
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 hovering mode under normal atmosphere conditions (760 mm Hg, 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 duralumin pipe rectangular section 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 a vertical shaft arrangement (the oil system has been 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 more high coefficient stabilization (0.85), which almost completely relieves the pilot of worrying 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 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.
As axial bearings Two bronze bushings serve, and the centrifugal force is absorbed by the 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 supply will be small kinetic energy during an emergency landing in autorotation with detonation, as well as when switching to autorotation mode from motor flight. Weight 7-8 kg for emergency good, but at maximum speed modes 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 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 motorized 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 whole pine boards. Two boards of straight-grain, knot-free pine are selected as blanks medium density, cut so that the dense layers face the future leading 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 smooth transition onto the main canvas.
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 the different gorse blades is made 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).
Having counted his ninth decade, Yuri Vasilyevich Vesnin still cannot calm down. In the old man's yard one-story house Something is always happening in the center of Ryazan. Either the restless grandfather is repairing an old Tavria, then patching up a hut, then... building a helicopter.
Your first aircraft a turner, milling machine and handyman assembled it when he was not yet 30 years old. All this happened in Alma-Ata. Yuri Vesnin then worked at the plant, in parallel with his main business, turning, he mastered autogenous and electric welding, and in free time I made everything little by little. I became friends with one pilot, and one day he said: “You can do anything, let’s make a helicopter.” But one thing to say, where can I get spare parts? At one of the airfields it was possible to get the main thing - blades. I was going to buy those that were removed from already written off cars. And before that I studied the structure of a helicopter and the theory of flight.
And the engineer at the airfield demanded: “Take the exam. If you hand over, we’ll give away the blades for free.” Well, I passed. And the blades, by the way, turned out to be completely new, right in the packaging,” says Yuri Vasilyevich.
The master made the helicopter, but he never saw the sky. One pilot appeared on the horizon, one of those who “only wear a uniform,” Yuri became jealous of his wife. And to let off steam, he took and sawed up his helicopter at night. The story with small aircraft did not end there, but it paused for a long time. But it “got” to another industry - the automotive industry.
I honestly don’t remember how many cars I made. One “Rafik” was even registered, and he came with us to Ryazan. And it’s impossible to count how many “bobbies” (the common nickname for UAZ - Ed.) there were. Whom they sold to, who they gave it to.
The same "Rafik" has an engine and a bridge from the "Moskvich", but for the helicopter it was only necessary to find blades and an engine. Everything else is done by hand. Moreover, he taught his sons to work from childhood, so the boys had something to do.
YOUR OWN PIECE OF SKY
During perestroika, the family moved to Ryazan. Here the old dream of a helicopter came true. Blades can now be bought freely, but for what? I was lucky here - my son, a paratrooper, had just returned from a long business trip to Yugoslavia. He spent the money he earned like this: he bought a house with four thousand dollars, and with six thousand “green” dollars he bought helicopter blades. The engine from Subaru cost a penny compared to the blades - we only paid a thousand rubles. We did everything else with our own hands, and the result was an analogue of the K-26 helicopter. We flew for the first time about six years ago.
We don’t have a permit; it’s very difficult to get one. But we know the rules and fly only where possible - over meadows,” says Yuri Vasilyevich. - At first my wife just said: “You fools, you will break yourself.” But then nothing... We slowly started, “ran,” then got up, made a U-turn in the air, and learned in general. Well, then they did what they wanted.
The car, called “Almatyets”, lands very softly: it hangs slightly in the air and smoothly descends. According to Yuri Vasilyevich, no effort is spared for the sake of such sensations.
Do you know how beautiful it is when you rise? You can’t see anything here, but there are lakes and villages - you can’t describe them,” shares Yuri Vesnin.
But the master did not rest on this either; now, together with his son, he is assembling a second helicopter. I started right in my yard, carefully wrapped the frame with a blanket for the winter, and when it got warmer, I took the future car to my son’s garage - more serious work was needed.
Yuri Vasilyevich’s neighbors don’t even know that he assembles helicopters, who knows what he’s making there?
It’s just amazing, he’s so old and he’s constantly working, drawing something, developing something,” says neighbor Valentina Grigorievna. - But he certainly doesn’t bother us. Drunkards and rowdies are in the way, but Yuri Vasilyevich... if only there were more of them!
A person has such an interesting hobby, and even at such an age - it’s wonderful! - neighbor Lyudmila Borisovna shares. - Someone sews, someone knits, but he came up with something!
OH, GIRLS, I'M GOING TO ROCK!
The master was widowed five years ago and lives alone. There are three children, six grandchildren, and no one forgets the old man. Yes, he has no time to be bored - the garage is nearby. In the yard there is an old Tavria, bought for 8 thousand rubles. I adjusted it here, patched it up there, and in the end the car drives as if nothing had happened. By the way, Yuri Vesnin has 62 years of driving experience. During this time, he says, not a single fine was issued. Well, at your leisure you can go to Lake Walnut and take a swim. There you can work out on the horizontal bars. People are surprised, come up, and ask “how old?” No one believes the answer “81” - this was last summer - so you have to show your driver’s license. And they also say that we don’t have men.
COMPETENTLY
Director of the Protasovo airfield Viktor Aksenov:
In principle, you can make a helicopter yourself. That's why he is a man, especially a Russian - each of us has his own Kulibin. It is not necessary to have special education for this. The main thing is that a person has an engineering mind,” says Viktor Fedorovich. - Another thing is that such people, as a rule, do not have the official right to fly - it is difficult to obtain all the documents. And there are enough craftsmen, in each region there are 2-3 people who are aiming at such things. There are especially many in the south of the country, in Rostov region And Krasnodar region. It's in our blood.
OPINION OF ROSTRANSNADZOR
The fact that Russian craftsmen take to the air using their own machines is remarkable. But how do the authorities feel about this? After all, there must be order in the sky, as well as on the road. It turned out that Yuri Vasilyevich can fly calmly, the authorities don’t care about him and others like him.
Discover homemade devices and it is very difficult for their owner. We inspect only at airports, and these craftsmen fly only from their garage,” the deputy head of the department for monitoring the state of flight safety and analyzing activities at the airport told Komsomolskaya Pravda. civil aviation Rostransnadzor of the Russian Federation Boris Ruchkin. - Local authorities - the administration, police, prosecutor's office and state security agencies - must detect and fine violators. The fine for illegal flights is a maximum of five thousand rubles. Well, how many violations will be revealed depends on the inspector.