Helicopter seats. Composite materials in the aircraft industry What material is used in helicopter seats

The objective of the utility model is to develop the design of an energy-absorbing helicopter seat, which would allow it to be expanded. functionality, reduce weight, simplify the design of the chair as a whole.

The task is achieved in that the helicopter seat contains a cup, a frame with guides, movably mounted on rails, suspension units made in the form of upper and lower sliders, and an energy-absorbing device. In this case, the frame includes two parallel vertical posts, each of which is made in the form of a single element of the uniform structure. The truss structure includes two vertically located, converging to the top of the rod, passing into the ribs of the base. At the same time, the rods and ribs are made in cross section in the form of a brand, and are interconnected by braces. The frame in the lower part is provided with braces connecting the racks, and the bases of the racks are interconnected by a rod element made in the form of a pipe.

The solution of this problem makes it possible to expand the functionality of the energy-absorbing seat, ensure its operability and increase the range of angles of possible emergency landings of the helicopter. In addition, the solution of this problem allows us to simplify the design of the energy-absorbing seat and reduce its weight.

Formula 1 point, drawings - 7 figures.

Technical field

The utility model relates to the field of aircraft engineering, more specifically to the structures of the units that complete the cabin, in particular to the seats. The utility model can be used in any mode of transport, preferably by helicopter.

State of the art

Known energy-absorbing chair aircraft according to patent RU 2270138, 06/05/2004, class B64D 25/04. The energy-absorbing seat of an aircraft (for example, a helicopter) comprises a frame including a seat and a backrest, uprights, an upper suspension unit, a lower suspension unit, and two shock absorbers. The vertical posts are made of metal with three niches designed to facilitate the construction. At the bottom point, the vertical posts are connected to the horizontal posts. A metal brace is installed between the horizontal and vertical posts to provide the necessary rigidity.

The closest in technical essence and the achieved effect is the "Energy-extinguishing seat of an aircraft crew member", according to patent RU 2154595 dated 10/14/1998, class B64D 25/04. According to the invention, the energy-absorbing seat of a crew member of an aircraft comprises a frame with guides, on which, by means of suspension units, the seat is movably mounted and an energy-absorbing device (locking mechanism) mounted on the frame guides. The hinge nodes are made in the form of upper and lower sliders. The frame is made in the form of two racks, consisting of a monolithic part including vertical elements and horizontal elements. The frame is movably mounted on rails rigidly fixed in the aircraft cabin.

The disadvantages of the proposed solutions are high metal consumption and massiveness of the structure. A large number of docking nodes, which reduces the reliability of the seat of the aircraft.

The essence of the utility model.

The objective of the utility model is to develop the design of an energy-absorbing helicopter seat, which would expand its functionality, reduce weight, and simplify the design of the seat as a whole.

The task is achieved in that the helicopter seat contains a seat cup, a frame with guides, movably mounted on rails, suspension units made in the form of upper and lower sliders, and an energy-absorbing device. In this case, the frame includes two parallel vertical posts, each of which is made in the form of a single element of the truss structure. The truss structure includes two vertically located, converging to the top of the rod, passing into the ribs of the base. At the same time, the rods and ribs are made in cross section in the form of a brand, and are interconnected by braces. The frame in the lower part is provided with braces connecting the racks, and the bases of the racks are interconnected by a rod element made in the form of a pipe.

The solution of this problem makes it possible to expand the functionality of the energy-absorbing seat, ensure its operability and increase the range of angles of possible emergency landings of the helicopter. In addition, the solution of this problem allows us to simplify the design of the energy-absorbing seat and reduce its weight.

Brief description of the drawings.

The utility model is illustrated by drawings, which show:

Fig.1. - an energy-absorbing helicopter seat with an installed seat cup. Front view;

figure 2. - an energy-absorbing helicopter seat with an installed seat cup. Side view;

Fig.3. - the frame of the helicopter's energy-absorbing seat. Side view;

Fig.4. - section P-P Fig 3;

Fig.5. - section C-C Fig 3;

Fig.6. - section P-P Fig 3;

Fig.7. - section T-T Fig 3.

Utility Model Disclosure

The energy-absorbing helicopter seat (figure 1, 2) includes a seat cup 1 with a cover and soft elements, a frame 2 made with T-shaped guides, suspension units, a tethered system 4 and a mechanism for longitudinal adjustment of the seat 5 and an energy absorbing device 3. Chair cup 1 is movably mounted on the T-rails of the frame 2 by means of suspension units. The tethered system 4 and the mechanism for the longitudinal adjustment of the chair 5 are mounted on the cup of the chair 1. The suspension units are made in the form of upper 17 and lower sliders 18. The sliders are rigidly mounted on the cup 1 of the chair, and movably in the T-shaped guides of the frame 2.

The frame 2 of the energy-absorbing seat of the helicopter (figure 3-5) includes two parallel vertical stands 6, 7 each of which is made in the form of a single element of the truss structure. The shaped structure includes two vertically arranged rods 8, 9 (pillar 6) and 10, 11 (pillar 7) converging to the top. At the same time, at the bottom, the rods pass into the upper 12, 14 and lower ribs of the base 13, 15. The rods and ribs are made in cross section in the form of a tee, and are interconnected by braces 16. The taurus is made with a shelf and a rib. The edges of the two rods of one rack form a T-shaped guide along the entire height of the rack (figure 4). The T-shaped guide is designed to install hinge units and an energy absorption device in it.

The frame 2 in the lower part is provided with braces 20 connecting the racks 6, 7, and the bases of the racks are interconnected by a rod element 23 made in the form of a pipe.

The rods of the lower ribs 13 and 15 form a groove 19 (Fig. 1) for installation on the rails 21. The rails 21 are rigidly fixed to the floor of the helicopter. In the upper part of the racks, a stop 22 is installed in the form of axes to prevent the upper sliders 17 from falling out.

Racks can be made both by stamping and milling from a single sheet of metal.

The work of the energy-absorbing seat of the helicopter is carried out as follows. Under operational loads, the cup of the chair together with the person sitting on it is kept from moving along the vertical posts with the help of energy-absorbing devices 3 due to rigidity and friction. The main loads acting on the seat cup 1 in the longitudinal direction are perceived by the uprights 6, 7. In the event of an emergency landing of the helicopter, when the shock overload acting on the person sitting in the chair exceeds the permissible limits in its value, the seat cup 1 moves down, acting, through the lower hinge points, to the energy-absorbing device 4.

The use of the proposed design of the pillars of the energy-absorbing helicopter seat makes it possible to reduce its weight due to the racks and to simplify the design of the seat as a whole. The shaped design of the racks allows you to provide quick access to all components of the chair and improve its performance. In addition, the proposed design has a minimum number of elements and docking nodes, which increases its reliability.

Helicopter seat containing a seat cup, a frame with guides movably mounted on rails, suspension units made in the form of upper and lower sliders, and an energy absorbing device, characterized in that the frame includes two parallel vertical posts, each of which is made in the form of a single element truss structure, consisting of two vertically located rods converging at the top, turning into base ribs, while the rods and ribs are made in cross section in the form of a tee and are interconnected by braces, the frame in the lower part is equipped with braces connecting the racks, and the bases of the racks are connected between themselves with a rod element made in the form of a pipe.

The invention relates to the aircraft industry and relates to the structures of seats. The energy-absorbing chair comprises a frame, two vertical guides rigidly fixed on the back, two shock absorbers, two vertical posts, the lower bases of which are rigidly fixed on the platform, and a headrest. The platform, on which the vertical racks and the frame are located, is connected by means of an axis, clamps for adjusting the angle of inclination and a sector of the angle of inclination to floor channels, at the ends of which articulated sliders are installed. The platform has a common axis of rotation with the channels. On the front edge of each of the vertical posts there is a C-shaped groove with a lock. In the groove there is an I-beam profile with an energy-absorbing element (rail) having a number of holes for moving relative to the rack. Each of the vertical guides of the frame, on which a support made of a material with a low coefficient of friction is installed to reduce the sliding friction of the frame relative to the post, is rigidly connected to the profile and the energy-absorbing element by a shear element. A shock absorber (cutter), made in the form of a U-shaped plate, is mounted in the chair rail and encloses the energy-absorbing element with its U-shaped form. EFFECT: increased depreciation stroke of the chair when hitting the ground, reduced weight of the chair. 3 w.p. f-ly, 9 ill.

The invention relates to the field of aircraft engineering, more specifically to the layout of the aircraft cabin and to the design of the units that complete the cabin, in particular seats.

The invention can be most effectively used on helicopters.

Of the known technical solutions of the energy-absorbing seat, the closest in technical essence is the energy-absorbing seat of an aircraft according to patent RU 2270138 dated May 06, 2004.

The chair according to the patent contains a frame that includes a seat and a backrest, two vertical posts, two shock absorbers, two vertical guides rigidly fixed to the backrest, and a headrest. The shock-absorbing suspension is made in the form of a turntable, the lower unit of which is hinged to the vertical uprights of the chair, the second end of the platform is connected by means of a hinge to the middle part of the seat and to the shock absorbers.

Under operational loads, the seat frame is kept from moving with the help of shock absorbers, which fix the movable part of the turntable during an emergency landing, when the vertical shock load of the helicopter exceeds the allowable load in its value, the seat frame moves down, acting through the turntable on the shock absorbers, which, moving apart, absorb impact energy.

The prototype has several disadvantages, namely:

The suspension design of the chair frame assumes the location of the suspension units exclusively under the frame seat, which structurally reduces the available depreciation travel of the chair;

When moving down, the platform describes an arc, i.e. in addition to horizontal deformations from impact, it adds horizontal movement of the frame, increasing the possibility of collision with the cabin interior;

Intermediate parts in the suspension structure, such as the movable platform and mounted shock absorbers, increase the weight of the seat;

The adjustments do not cover the modern range of anthropometric parameters of pilots;

Interchangeability of seat frames for helicopters for various purposes is not provided;

There is no seat heating in case of operation of the aircraft in climatic conditions of high latitudes.

The technical objective of the invention is to increase the available depreciation stroke of the chair when hitting the ground, reduce the weight of the chair and expand the functionality of the chair by introducing ergonomic adjustments, the possibility of using various options frames and equipping the chair with heating.

The technical result is ensured by the fact that the shock absorber (cutter), made in the form of a U-shaped plate, is directly mounted in the chair rail and, with its U-shaped shape, covers the energy-absorbing plate placed in the rack, which makes it possible to increase the cushioning stroke of the chair due to the absence of intermediate parts and assemblies under the seat, while reducing weight.

Adjustments for the angle of the backrest, horizontal movement, vertical, as well as the presence of height-adjustable armrests and the ability to adjust the position of the headrest allow the seat to be used by pilots in a wide range of anthropometric indicators.

The seat is equipped with heating, which allows the chair to be used when working in low temperatures.

The shock-absorbing suspension allows you to install frames both in a non-parachute version and in a version with a dorsal parachute.

The invention is illustrated by figures 1-9.

Fig. 1 shows the energy-absorbing chair in working position, side view.

Fig. 2 shows the energy-absorbing chair in working position, front view.

Fig. 3 shows the interchangeability of frames (in the version with a parachute and without a parachute) with a shock-absorbing suspension.

Fig. 4 shows view A of the seat angle lock.

Fig. 5 represents place I - the pairing of the frame with vertical posts.

Fig. 6 is an E-E section of Figure 5.

Fig. 7 is a view B of the articulated sliders, the horizontal adjustment latch and the sector of the angle of inclination.

Fig. 8 shows place II - the installation of a support that reduces friction between the guide and the energy-absorbing element fixed on the uprights.

Fig. 9 is a view B showing the placement of the height-adjustable armrest.

The proposed energy-absorbing aircraft seat consists of a seat frame 1, which includes a backrest 2 and a seat 3, two vertical guides 4 rigidly fixed to the backrest 2, two vertical racks 5 rigidly fixed to the platform 6.

The platform 6 is connected to the floor channels 9 by means of the axis 7, the latches for adjusting the angle of inclination 8 and the sector of the angle of inclination 18. The platform 6 has a common axis of rotation with the channels 9, which allows it to change the angle of inclination.

At the ends of the channels 9 there are hinged sliders 10, allowing the chair to move in the rails 11.

The sliders 10 are locked by the horizontal adjustment locks 20, which are controlled by the handle 21.

C-shaped grooves with height adjustment locks 14 are made on the front edges of the vertical posts 5. The locks 14 are controlled by the handle 15.

In the C-shaped grooves there are I-profiles 12 with energy-absorbing elements (rails) 13, which have holes for moving relative to the racks 5.

Guides 4 are rigidly connected to profiles 12 and rails 13 by shear elements 17.

Shock absorbers (cutters) 16 are mounted in guides 4 in the form of U-shaped steel plates.

On the side surfaces of the backrest there is a headrest 25 and profiles 23 for moving the armrests 22 along them. The height of the armrests 22 is adjusted by moving along the profiles 23.

To reduce the sliding friction of the frame 1 relative to the uprights 5, supports 24 made of a material with a low coefficient of friction such as polyamide are installed on the vertical guides 4, which eliminates the effect of friction between parts 4 and 13 on the operation of the shock absorber.

The work of the energy-absorbing seat of the aircraft is carried out as follows.

Under operational loads, the chair frame 1, together with the person sitting on it, is kept from moving by means of shear elements 17.

Before the flight, the pilot adjusts the headrest 25, armrests 22, the height of the seat using handle 15 and the position of the seat horizontally using handle 21 to fit his height.

In flight, the pilot can change the angle of the backrest relative to the vertical by pressing the handle 19 upwards, as a result of which the tilt adjustment latch 8 disengages from the tilt angle sector 18.

During an emergency landing of an aircraft, when the impact load acting on a person sitting in a chair exceeds the permissible limits in its value, the seat frame 1 moves down. In this case, the shear elements 17 are cut off and the cutters 16 start working, cutting off the chips on the sides of the rails 13, thereby absorbing the energy of the shock load.

Thus, the movement of the chair along the racks in the absence of structural components and parts under the seat, allowing the chair to use the maximum stroke during shock absorption, shock absorbers built into the guides, reducing the weight of the chair, the presence of adjustments, seat heating and the possibility of using various frame options allow expanding the functionality of the chair .

1. An energy-absorbing seat of an aircraft, containing a frame that includes a seat and a backrest, two vertical guides rigidly fixed to the backrest, two shock absorbers, two vertical posts, the lower bases of which are rigidly fixed to the platform, a headrest, characterized in that the platform, on which vertical racks and frame are placed, by means of an axis, adjustment clamps for the angle of inclination and a sector of the angle of inclination, is connected to floor channels, at the ends of which hinged sliders are installed, allowing the chair to move in the rails and locking with clamps, the platform has an axis of rotation common with the channels, which allows it to change the angle of inclination, on the front edge of each of the vertical posts there is a C-shaped groove with a latch, an I-profile with an energy-absorbing element is placed in the groove, having a number of holes for moving relative to the rack, each of the vertical guides of the frame, on which to reduce sliding friction of the frame relate A support made of a material with a low coefficient of friction is installed in front of the rack, rigidly connected to the profile and the energy-absorbing element by a shear element, a shock absorber enclosing the energy-absorbing element, made in the form of a U-shaped plate, is mounted in it, the seat is equipped with heating, profiles with armrests are installed on the side surfaces of the backrest.

2. Energy-absorbing chair according to claim 1, characterized in that the armrests are made adjustable in height by moving along the profiles located on the side surfaces of the chair back, with manual fixation.

3. Energy-absorbing chair according to claim 1, characterized in that it can move along rails in a horizontal plane with manual fixation.

4. Energy-absorbing seat according to claim 1, characterized in that it allows the installation of frames in the version with a parachute and without a parachute.

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The invention relates to the aircraft industry and relates to the structures of seats. The energy-absorbing chair comprises a frame, two vertical guides rigidly fixed on the back, two shock absorbers, two vertical posts, the lower bases of which are rigidly fixed on the platform, and a headrest. The platform, on which the vertical racks and the frame are located, is connected by means of an axis, clamps for adjusting the angle of inclination and a sector of the angle of inclination to floor channels, at the ends of which articulated sliders are installed. The platform has a common axis of rotation with the channels. On the front edge of each of the vertical posts there is a C-shaped groove with a lock. In the groove there is an I-beam profile with an energy-absorbing element, having a number of holes for moving relative to the rack. Each of the vertical guides of the frame, on which a support made of a material with a low coefficient of friction is installed to reduce the sliding friction of the frame relative to the post, is rigidly connected to the profile and the energy-absorbing element by a shear element. The shock absorber, made in the form of a U-shaped plate, is mounted in the chair rail and encloses the energy-absorbing element with its U-shaped form. EFFECT: increased depreciation stroke of the chair when hitting the ground, reduced weight of the chair. 3 w.p. f-ly, 9 ill.

HELICOPTER Glider and Cockpit Equipment

1. GENERAL

The fuselage is an all-metal semi-monocoque of variable section, consisting of a frame and skin. The fuselage is the base to which all the units of the helicopter are attached, it houses the equipment, crew and payload.

The design of the fuselage provides its operational dismemberment, which simplifies the repair and transportation of the helicopter. It has two constructive connectors (see Fig. 2.16) and includes a nose and a central part, a tail boom and an end boom with a fairing.

The main construction materials are: D16AT clad duralumin sheet of 0.8 mm thick sheets of which the outer skin is made, hardened B95 duralumin and magnesium alloys.

In the design of many units, stampings from aluminum alloys, castings from steel and non-ferrous alloys, as well as extruded profiles are used. Individual components and parts are made of alloyed steels.

Synthetic materials are used for soundproofing and finishing of cabins.

2. FORWARD FUSELAGE

The forward part of the fuselage (Fig. 2.1), which is the cockpit, is a compartment 2.15 m long, which contains the pilot's seats, helicopter and engine controls, instrumentation and other equipment. Its front part forms a lantern that provides visibility to the crew. The cockpit is separated from cargo cabin frame No. 5H with a door.

Sliding blisters 2 are located on the right and left. In the cabin ceiling there is a hatch for access to the power plant, which is closed with a lid that opens upwards. On the floor of the cockpit there are helicopter control levers and pilots' seats, and a flight engineer's seat is installed in the entrance door to the cockpit. Behind the seats between frames No. 4N and 5N there are battery compartments and shelves for radio and electrical equipment.

The bow frame consists of five frames No. 1N - 5N, longitudinal beams, stringers, stamped stiffeners and a canopy frame. Technologically, the bow is divided into the floor, side panels, ceiling, canopy, sliding blisters and frame No. 5H.

The floor of the cockpit (Fig. 2.2) of riveted construction consists of a set of lower parts of frames, longitudinal beams and stringers. The power frame is fastened with corner profiles and reinforced with profiles and diaphragms in the places of cutouts and fastening of the units.

The flooring and outer skin made of duralumin sheets are attached to the frame. On top of the flooring along the axis of symmetry, between stringers No. 3, two sheets of corrugated duralumin are installed.

In the floor and the outer skin of the floor, hatches were made for mounting the units, access to the nodes and joints of the helicopter control system rods, to the attachment points of the front landing gear, docking bolts of frame No. 5H and pipes of the heating and ventilation system.

In the outer skin between frames No. 2N and ZN, hatches 10 were made for the installation of MPRF-1A landing and taxiing lights. On Mi-8P helicopters, under the floor of the cockpit between frames No. 4N and 5N, a second flashing beacon MSL-3 is installed.

Rice. 2.2. Cabin floor forward fuselage:

1, 5, 6, 11 - openings for helicopter controls; 2 - hole for electrical wiring of the dashboard; 3 - overlays; 4 - hole for the pipe of the heating system; 7 - hatch for approaching the shock absorber of the front landing gear; 8 - assembly and inspection hatches; 9 - a hatch for a flashing beacon; 10 - hatches for headlights.

To protect the flooring from wear, four pads 3 made of delta wood are installed under the directional control pedals. Brackets for attaching seats, helicopter control units, instrument panels and an autopilot console are mounted on the floor.

The side panels are made of stamped stiffeners, profiles and duralumin sheathing. Stamped stiffeners, together with cast magnesium profiles, form the frames of the openings for the right and left sliding blisters.

Rubber profiles are installed along the front and rear edges of the openings to seal the cockpit. Outside, above the openings and in front of them, gutters for water drainage are attached. In the upper part of the frame sealing of the openings, mechanisms for emergency blisters ejection are mounted from the inside.

On the right and left sides between the frames No. 4H and 5H, compartments are made to accommodate batteries (two on each side). The compartments are closed from the outside with covers that are locked with screw locks. The lids are hinged and, for ease of use, are held in a horizontal position by two steel rods. Guides are installed in the compartments along which containers with batteries move. The internal surfaces of the battery compartments are pasted over with heat-insulating material. Under the blisters between frames No. 1H and 2H, BANO-45 navigation lights are installed. On the left side, in front of the battery compartments, there are cutouts for airfield power plug connectors 4 (see Fig. 2.1).

The ceiling of the cockpit is made of stamped stiffeners, a longitudinal and transverse set of diaphragms, profiles and duralumin sheathing. The skin is riveted to the frame with special spiked rivets to prevent the legs from slipping during maintenance. power plant.

There is a hatch in the ceiling for access to the power plant. The design of the hatch and cover provides protection against water ingress into the cockpit.

The riveted manhole cover is mounted on two hinges 1 (Fig. 2.3). A spring-loaded latch is mounted in the first hinge, which automatically locks the lid in the open position. When the cover is opened, the profiled rib 10 with its beveled section depresses the axis of the latch 13 until the axis, under the action of the spring 12, passes to the straight section of the rib, after which the hatch cover is locked.

Rice. 2.3. Access hatch to the power plant:

1 - hatch hinges; 2 - stops; 3 - latch button; 4 - fork; 5 - adjusting clutch; 6 - shaft, 7 - latch; 8 - hook; 9 - handle; 10 - profiled rib; 11 - locking pin; 12 - spring; 13 - latch.

When closing the manhole cover, you must first press the protruding end of the latch and move the axle beyond the profiled edge of the hinge loop. In the closed position, the hatch cover is fixed with a lock. The lock mechanism consists of a handle 9 with a locking device, a fork 4, an adjusting clutch 5 and a shaft with two legs 6. When opening the hatch cover, press the latch button 13, disengage the latter from the hook 5, then turn the handle down. In this case, the shaft will turn clockwise, and the paws will release the cover. There are two viewing windows in the hatch cover for visual observation in flight of the state of the engine air intake inlet tunnels. The sealing of the hatch in the closed position is provided by rubber gaskets, which are pressed by a special profile attached to the hatch around the perimeter. In case of violation of the tightness of the hatch, the elimination is carried out by the adjusting clutch 5 of the lock control rod.

Frame number 5H. The forward part of the fuselage ends with a docking frame No. 5H (Fig. 2.4). The frame is a duralumin wall edged along the perimeter with a pressed corner profile, the end beam of which forms a flange for joining with the central part of the fuselage. The wall is reinforced with a longitudinal and transverse set of angle profiles. Along the axis of symmetry in the wall of the frame, an opening was made for the front door to the cockpit. The opening is edged with a pressed duralumin corner, to which a rubber profile is fixed with screws.

Shelves for equipment installation are attached to the front wall of the frame on both sides of the doorway. In the left part of the wall at the top and bottom there are holes for the passage of rods and cables for controlling the helicopter. On the right and left sides of the wall of frame No. 5H, special plates are installed on the side of the cargo compartment to ensure flight safety. A casing with removable covers is attached to the rear left side of the wall of frame No. 5H, enclosing the system of rods and rockers for controlling the helicopter and electrical equipment harnesses. A folding seat is attached to the casing. In the transport version, on the right side of the doorway from the side of the cargo compartment, a box is riveted to the wall, in which containers with batteries 3 are placed (see Fig. 2.1). The box is equipped with guides and is closed with lids with screw locks.

The cockpit door is made in the form of a duralumin plate. It is hung on hinges and equipped with a lock with two handles, and two locks - valves - are installed on the side of the cockpit. An optical micro-peephole is installed at the top of the door. In the doorway between frames No. 4H and 5H, a folding seat of the on-board technician with seat belts is installed.

The cockpit canopy consists of a frame and glazing. The frame of the lantern is assembled from duralumin profiles, stiffeners and facing frames, fastened together with screws and rivets.

Rice. 2.4. Frame No. 5H

The lantern is glazed with oriented organic glass, with the exception of two front windshields 1 (see Fig. 2.1) (left and right), made of silicate glass, which are electrically heated and equipped with wipers. Along the perimeter, the glass is edged with rubber profiles, inserted into cast magnesium frames and pressed through the duralumin cladding with screws with special nuts. After installation, for tightness, the edges of the frames inside and outside are coated with VITEF-1 sealant.

The blister (Fig. 2.5) is a frame cast from magnesium alloy, into which a convex organic glass 14 is inserted. The glass is fixed to the frame with screws through the duralumin lining 11 and a rubber sealing gasket. The blisters are equipped with handles 12 with lockable pins 7 connected to the levers 13 by cables 8. The left and right blisters can only be opened from the cockpit.

The blisters are moved back along the upper and lower guides made of special profiles.

Upper internal guide profiles 5 are mounted on balls which are located in steel cages. The outer U - shaped guide profile 6 has brackets with lugs for the locking pins of the blister emergency release mechanism and drilling with a pitch of 100 mm for pin 7 of the lock to fix the blister in extreme and intermediate positions. In the lower part of the blister frame there are grooves in which the lower guide profiles 9 slide along the felt pads, fixed with screws to the opening frame.

Each blister can be dropped in an emergency using the handle located above the blister inside the cockpit. To do this, the handle must be pulled down, then under the action of springs 1, the locking pins 2 will come out of the lugs of the brackets 3, after which the blister must be pushed out. In the lower profiles of the frames of the openings there are slots for supplying hot air to the blisters. On the left blister, a visual icing sensor is installed at the bottom.

Rice. 2.5. Sliding blister:

1 - spring; 2 - locking pin; 3 - bracket; 4 - handle for emergency release of blisters; 5 - internal guide profiles; 6 - outer guide profile; 7 - pin; 8 - cable; 9 - lower guide profiles; 10 - felt pad; 11 - lining; 12 - handle; 13 - lever; 14 - glass; 15 - outer handle of the blister.

3. CENTRAL FUSELAGE

General information. The central part of the fuselage (Fig. 2.6) is a compartment located between frames No. 1 and 23. It consists of a frame, working duralumin skin and power units. The frame consists of a transverse and longitudinal set: the transverse set includes 23 frames, including frames No. 1 and 23 - docking, frames No. 3a, 7, 10 and 13 - power, and all other frames of lightweight construction (normal). The longitudinal set includes stringers and beams.

The frames provide a given shape of the fuselage in cross section and perceive loads from aerodynamic forces, and the power frames, in addition to the above loads, perceive concentrated loads from the helicopter units attached to them (chassis, power plant of the main gearbox).

Technologically, the central part is assembled from separate panels: cargo floor 15, side panels 3.5 and ceiling panel 4, rear compartment 7.

Rice. 2.6. The central part of the fuselage:

1 - attachment point of the shock absorber of the front landing gear; 2 - sliding door; 3 - left side panel; 4 - ceiling panel; 5 - right side panel; 6 - attachment point of the shock absorber of the main landing gear; 7 - rear compartment; 8 - cargo hatch doors; 9 - attachment point of the strut of the main leg of the chassis; 10 - mount of the axle shaft of the main leg of the chassis; 11, 12, 13, 14 - attachment points of the external fuel tank; 15 - cargo compartment floor panel; 16 - attachment point of the strut of the front leg of the chassis.

a - a hole for the air intake pipe from the cargo compartment; b - hole for the pipeline of thermal air; c - hole for the duct of the heating and ventilation system; g - spare nodes; d - attachment points for the tie-down bands of outboard fuel tanks; e - attachment point of the mooring device.

In the central part, between frames No. 1 and 13, there is a cargo cabin, ending at the rear with a cargo hatch, and between frames No. 13 and 21 there is a rear compartment with cargo flaps 5. Behind frame No. 10 there is a superstructure that smoothly passes into the tail boom. In the passenger version, the compartment between frames No. 1 and 16 is occupied by the passenger compartment, behind which the luggage room is located. Engines are located above the cargo compartment between frames No. 1 and y, and the main gearbox is located between frames No. 7 and 10. In the superstructure between frames No. 10 and 13 there is a consumable fuel tank, and between frames No. 16 and 21 - a radio compartment.

Rice. 2.7. Frames of the central part of the fuselage:

a - power frame No. 7; b - power frame No. 10; c - power frame No. 13; g - normal frame; 1 - upper beam; 2 - side part; 3 - fitting; 4 - lower part; 5 - arched part; 6 - mooring ring.

All other frames, except for docking frames, are made composite, including the upper part, two side and lower parts. These parts of the frames, as well as the stringers, are included in the design of the panels and, during assembly, the parts of the frames are joined together, forming a load-bearing frame of the central part of the fuselage.

The most loaded elements of the central part of the fuselage are power frames No. 7, 10 and 13, as well as the floor panel. Power frames No. 7 and 10 (Fig. 2.7) are made of large forgings of the AK-6 alloy, pressed and sheet parts, which form a closed profile, including the upper beam 1, two sidewalls 2 and the lower part 4.

The upper beam consists of two parts connected by steel bolts in the plane of symmetry. At the corners of the beams there are holes for the bolts of the frame of the main gearbox.

Docking of the upper beam of frame No. 7 with the sidewalls was carried out using milled combs and two horizontally located bolts, and the docking of the sidewalls of frame No. 10 with the upper beam was made using a flange and vertically located bolts. The lower parts of frames No. 7 and 10 consist of walls and 4 corners riveted to it, forming an I-profile in cross section. At the ends of the beams, docking fittings 3 stamped from AK-6 alloy are installed, with which the lower beams of the frames are joined to the sidewalls with steel bolts.

On the outer part of frame No. 7, steel attachment points for external fuel tanks are installed on both sides. On frame No. 10, combined units are installed for simultaneous fastening of the suspension struts of the main landing gear and mooring devices. In addition, in the lower part of the frame on both sides there are rear attachment points for outboard fuel tanks.

Frame No. 13 of riveted design is made of sheet duralumin and extruded corner profiles. The lower part of the frame is made of three forgings of AK-6 alloy, bolted together. With the sidewalls of the frame, the lower part is riveted with the help of fittings, in which there are holes for installing mooring rings 6. An inclined frame is attached to the bottom of the frame No. 13, which closes the cargo compartment and is the power edging of the cargo hatch. It has two nodes on each side for hanging cargo flaps.

In the upper part of frame No. 13, an arched part 5 is installed, which is part of the fuselage superstructure; it is stamped from sheet duralumin and has notches for the passage of stringers.

Lightweight (normal) frames (see Fig. 2.7) are similar in design and have a Z-shaped profile in cross section. The upper and side parts of the frames are stamped from sheet duralumin and are butted together with overlays. The frames are reinforced with an angle profile along the inner contour, and notches for stringers are made along the outer contour.

The lower parts of normal frames have upper and lower chords made of angle and tee profiles, to which a wall of sheet duralumin is riveted. Fittings stamped from AK-6 alloy are riveted at the ends of the lower parts of the frames, with the help of which they are riveted to the sidewalls of the frames.

Outside, on the starboard side on frame No. 8, on the left side between frames No. 8 and 9, as well as on frame No. 11, and on both sides there are dee nodes for attaching tapes of outboard fuel tanks. From below, along the lower parts of the frames, overhead nodes made of ZOHGSA steel are installed for attaching the chassis. On the frame No. 1, along the longitudinal axis of the helicopter, the attachment point of the front suspension strut is installed, and on the sides of the frame and the longitudinal beams of the floor, nodes with spherical nests are riveted under the jack supports. On frame No. 2, attachment points for the front landing gear struts are installed. On frame No. 11, attachment points for axle shafts are installed, and on frame No. 13, attachment points for struts of the main landing gear are installed.

In the ceiling panel between frames No. 7 and 13, as well as in the side panels, there are stringers made of special D16T duralumin corner profiles with chamfers to improve gluing with the skin. The remaining stringers are installed from corner profiles.

The cargo floor (Fig. 2.8) of a riveted structure consists of the lower parts of the frames, longitudinal beams 11, stringers, flooring made of corrugated sheet 338 AN-1 and outer duralumin sheathing. The middle longitudinal part of the flooring, located between frames No. 3 and 13, is reinforced with transverse rigid elements and fastened with screws with anchor nuts to special longitudinal profiles. Corner profiles made of duralumin sheet D16AT and L2.5 are riveted on top of the flooring along the sides of the floor, with the help of which the side panels are connected to the floor of the cargo compartment. Floor loading zones from transported wheeled vehicles are reinforced with two longitudinal trough-shaped profiles. To secure the transported cargo on the floor along the sides, 27 mooring knots 5 are installed.

The frames and beams in the places where the mooring units are installed have stamped brackets and fittings made of AK6 alloy. On frame No. 1 along the axis of symmetry of the cargo floor there is a node 1 for fastening the rollers of the LPG-2 electric winch when pulling loads into the cabin. At the installation site of the LPG-2 electric winch on the wall of the longitudinal beam

a stamped fitting made of AK6 alloy is reinforced, in the flange of which there are two threaded holes for the plate 2 fastening bolts for the base of the LPG-2 electric winch. On the floor between frames No. 1 and 2, a casing is installed to protect the rollers and cables of the LPG-2 electric winch, and in the opening of the sliding door there are two holes for fixing a removable entrance ladder.

In the walls of the longitudinal beams of the cargo floor at frame No. 5, as well as in the wall of frame No. 1 at the starboard side, there are holes for pipelines 12 of the heating and ventilation system of the cabins. The walls around the holes are reinforced with stamped edgings made of AK-6 alloy. On the left and right sides of the floor between frames No. 5 and 10 there are cradles for additional fuel tanks.

Rice. 2.8. Cargo cabin floor panel:

1 - attachment point for electric winch rollers; 2 - plate under the base of the electric winch; 3 - mooring knots; 4 - hatch for the ARK-9 antenna; 5, 8 - hatches to the shut-off valves of the fuel system; 6 - mounting hatch; 7 - hatch to the latch of the cable for cleaning the external suspension; 9, 17, 23 - technological hatches; 10 - hatch for the ARK-UD antenna; 11 - floor frame beams; 12 - pipeline of the heating system; 13 - attachment points of the struts of the shock absorber of the front landing gear; 14 - a niche for the frame of the ARK-9 antenna; 15 - cutouts for pipelines of additional fuel tanks; 17 - attachment points of the external suspension; 18 - supports for hydraulic lifts; 19 - attachment points of the struts of the main landing gear; 20 - hatch control connections pipelines of the fuel system; 21 - attachment points of the semi-axes of the main landing gear; 22 - attachment point of the shock absorber of the front landing gear.

In the cargo floor between frames No. 5 and 6, attachment points for the ARK-9 loop antenna are installed, and between frames No. 8 and 9, attachment points for the antenna amplifier and the ARK-UD antenna unit are installed.

There are assembly and technological hatches in the flooring, closed with covers on screws with anchor nuts. Along the axis of symmetry in the removable part of the flooring there are hatches 4 for inspection and access to the ARK-9 loop antenna, fuel valves 5 and 8, the ARK-UD antenna unit and antenna amplifier and the handle for fixing the external suspension in the retracted position.

On Mi-8T helicopters of the latest series, in the cargo floor between frames No. 8 and 9, a hatch was made for the passage of external cable suspension lines with a load capacity of 3000 kg.

When working with an external suspension, the hatch has a fence. Cable external suspension nodes are located inside the cargo compartment on the upper beams of frames No. 7 and 10. In the stowed position, the suspension rises to the ceiling of the cargo compartment and is fastened with a DG-64M lock and a cable to a special bracket installed between frames No. 10 and 11. Cargo slings fit into cargo box. The guard is folded and, with the help of rubber shock absorbers, is attached behind the back of the landing seat in the left cargo flap. The hatch in the floor of the cargo compartment is closed by paired (internal and external) covers from the cargo compartment.

The side panels (see Fig. 2.6) are riveted from the side parts of (normal) frames, stringers from corner profiles and duralumin sheathing. The rear parts of the panels end with an inclined frame. On the right and left panels there are five round windows with convex organic glass, except for the first left window glazed with flat organic glass. The glasses are fixed to the cast magnesium frames with screws with special nuts and sealed along the contour with rubber gaskets, and the edges of the frames are coated with sealant inside and out after the glass is installed.

On the left side of the panel between frames No. 1 and 3 there is an opening for sliding door 2, edged with a frame of duralumin profiles. On the upper part of the doorway on the side of the cargo compartment, knots for a rope ladder are installed, and a gutter for water drainage is attached above the doorway.

The door (Fig. 2.9) of a riveted structure is made of a frame and outer and inner skins riveted to it, installed on the lower and upper guides, along which it slides back on balls and rollers. The upper guide 11 is a U - shaped profile, in which the skid 14 and two rows of balls 12 are installed. Brackets 15 are riveted to the skid, which are connected to the door by locking pins 13 mounted on the door. In the open position, the door is held by a spring latch mounted on the side of the fuselage from the outside.

Rice. 2.9. Sliding door:

1 - latch; 2 - pin spring; 3, 4 - handles for emergency reset of the door; 5 - cable; 6 - glass; 7 - inner door handle; 8 - springs; 9 - heck; 10 - outer door handle; 11 - top guide; 12 - ball bearings; 13 - locking pin; 14 - skid; 15 - bracket; 16 - roller.

The door has a round window with flat organic glass and is equipped with two locks. A key lock with two handles 10 and 7 (external and internal) is installed on the front edge of the middle part of the door.

A pin lock is mounted in the upper part of the door, for emergency dropping of the door, with inner and outer handles 3 and 4. The upper lock is connected with the middle lock by cable wiring and when the upper lock is opened, the middle lock is opened simultaneously. In case of emergency dropping of the door, it is necessary to turn the outer or inner handle back in the direction of the arrow, while the locking pins 13 of the upper lock come out of the holes of the brackets, and the latch 9 of the middle lock is disengaged by cable 5, after which the door should be pushed out.

To prevent spontaneous opening of the door in flight, a device is installed on it that locks the door in the closed position.

The ceiling panel (Fig. 2.10) consists of the upper parts of the frames, stringers and sheathing, riveted together. In lightweight (normal) frames, notches were made for the passage of stringers, and along frames No. 3, 3a, 7, 10, the stringers were cut and joined through toothed belts made of duralumin sheet. The lining of the ceiling panel between frames No. 1 and 10 is made of sheet titanium, and between frames No. 10 and 13 is made of duralumin sheet. In the lining of the ceiling panel between frames No. 9 and 10, holes are made for the angles of the fire hydrants of the fuel system, and between frames No. 11 and 12 - hatch 6 for the fuel pumps of the supply tank. Gutters made of extruded profiles are installed on the casing and holes are made for drainage pipelines for water flow.

On top of the frames of the ceiling panel, nodes are installed: on frame No. 3 - four nodes 1 for mounting engines, on frames No. 5 and 6 - nodes 2 and 3 for fastening the engine fixation device with the gearbox removed, on frames No. 6 and 7 - nodes 5 for fastening frame No. 1 of the hood, knot 4 of fastening of the struts of the hood and fan.

The rear compartment 7 (see Fig. 2.6) is a continuation of the central part of the fuselage and, together with the cargo flaps, forms the rear contours of the fuselage. The rear compartment of the riveted structure consists of the upper arched parts of the frames, stringers and outer skin.

Technologically, the compartment is assembled from separate panels and is a superstructure located on top of the cargo compartment, smoothly turning into the tail boom. The superstructure ends with a docking frame No. 23.

At the top between frames No. 10 and 13 there is a container for a consumable fuel tank. Between frames No. 16 and 21 there is a radio compartment, in its lower part between frames No. 16 and 18 a hatch is made for entering from the cargo compartment into the radio compartment and into the tail boom.

On frames No. 12, 16 and 20, fittings are installed at the top for the supports of the transmission tail shaft. Docking of the rear compartment with the ceiling and side panels is carried out with corner profiles and external linings.

The skin of the central part of the fuselage (Fig. 2.11) is made of D16AT duralumin sheets with a thickness of 0.8 mm, 1.0 mm and 1.2 mm. The most loaded is the lining of the ceiling panel between frames No. 7 and 13, where the thickness of the lining is 1.2 mm. The lining of the left panel of the superstructure in the area between frames No. 19 and 23 is made of a sheet 1 mm thick.

Cargo wings (Fig. 2.12) are located between frames No. 13 and 21 of the central part of the fuselage, each is suspended on two loops to an inclined frame.

Cargo flaps close the rear opening in the cargo compartment and create additional cabin volume. Doors of riveted design, each consists of stamped stiffness and outer duralumin cladding. For the convenience of loading wheeled vehicles, the sashes have flaps 13 that fold upwards, which are hinged to the lower parts of the sashes. In the tilted position, the shields are held by rubber shock absorbers.

Opening and closing of the cargo flaps is carried out manually, in the open position they are held by struts, and in the closed position they are fixed with pins at frame No. 13 and locked with longitudinal and transverse locks 10 and 11. The locks allow opening the flaps from inside the cargo compartment.

Rice. 2.10. Ceiling panel:

1 - engine mounts; 2,3 - attachment points of the engine fixing device; 4 - attachment point of the struts of frame No. 1, hood and fan; 5 - attachment points of frame No. 1 of the hood; 6 - a hatch to the booster pumps of the supply tank; a - holes for the bolts of the frame of the main gearbox.

Rubber profiles are reinforced on the end surfaces of the wings along the entire perimeter, which ensure the sealing of the mating surfaces of the wings with the fuselage and between themselves in the closed position. To exclude the opening of the cargo doors when the helicopter is parked outside, a fixing device for the inner handle of the door lock is installed; before departure, the handle must be unlocked.

Toolboxes 12 are installed in the lower part of the wings. Both doors have hatches for exhaust gases from the running engine of the transported equipment in the cargo compartment. On the left wing there is a portable fire extinguisher 16 and brackets for fastening the lodgements under the racks 17 of the sanitary stretcher. In the outer skin, hatches are cut out under the blinds with an exhaust ventilation damper 1 and under the rocket launchers 2. On the right wing there is a hatch closed by a lid for supplying the sleeve of the ground heater 6.

The right wing is equipped with a hatch for leaving the helicopter in an emergency. The hatch is closed with cover 8, which consists of outer skin and rigidity riveted together. At the bottom, the manhole cover is held by latches, and at the top - by locking pins of the emergency drop mechanism mounted on the cover.

The emergency ejection mechanism is similar in design to the cockpit sliding blister mechanism. To drop the lid, you need to sharply pull the handle 7 down, then the locking pins will come out of the lugs of the brackets and release the lid, and the spring pushers located in the upper corners of the hatch will push the lid out.

Ladders 15 are attached to the helicopter, designed for loading and unloading wheeled vehicles and other cargo. In the working position, the ladders are fixed with steel knots in steel sockets on the lower beam of frame No. 13, in the stowed position they are laid and fixed on the floor on both sides of the cargo compartment. Depending on the load of the helicopter, if it is impossible to place cargo ladders on the cabin floor, the ladders are placed on the left wing of the cargo hatch, where ladder attachment points are provided in the stowed position.

Rice. 2.12. Load doors:

1 - damper for exhaust ventilation; 2 - rocket launcher; 3 - folding seat; 4 - the door of the boar crew; 5 - electric winch; 6 - hatch for supplying the sleeve of the ground heater; 7 - reset handle emergency hatch cover; 8 - emergency hatch covers; 9 - handle; 10 - pin lock; 11- coupler lock; 12 - tool box; 13 - shield; 14 - seat; 15 - ladders; 16 - portable fire extinguisher; 17 - mounting bracket for sanitary racks.

The frame of the gangway consists of a longitudinal and transverse power set. The longitudinal power set consists of two beams riveted from corner profiles and D16T L1, 2 duralumin wall. The upper chords of the beams are made of D16T duralumin T-section, the shelf of which protrudes above the ladder sheathing and prevents wheeled vehicles from rolling off the ladders during its loading and unloading. The transverse set consists of T-profiles and stamped diaphragms made of duralumin sheet riveted to them.

The front and rear edges of the ladders have steel edging. To prevent slipping of the wheels of self-propelled equipment when loading it under its own power, corrugated linings are riveted to the edgings on the rear end parts of the ladders.

Rice. 2.11. Covering the central part of the fuselage

4. TAIL BOOM

The tail boom provides the shoulder necessary for the tail rotor thrust to compensate for the reactive moment rotor.

The tail boom (Fig. 2.14) of riveted construction, beam-stringer type, has the shape of a truncated cone, consists of a frame and smooth working duralumin skin.

The frame includes longitudinal and transverse power sets. The transverse power set consists of seventeen Z-section frames. Frames No. 1 and 17 are docking, they are made of extruded D16AT duralumin profile and reinforced with toothed bands. Frames No. 2, 6, 10 and 14 are reinforced in the upper part for supports 3 of the transmission tail shaft. Brackets 2 are also attached to them for installing textolite guide blocks for tail rotor pitch control cables.

The longitudinal set consists of 26 stringers #1 through #14, starting at the top on either side of the vertical axis. Stringers are made of extruded angle profiles.

The tail boom skin is made of D16AT sheet clad duralumin. The joints of the skin sheets are made along the stringers and frames with an overlap with undercut. In the skin between frames No. 13 and 14, on both sides of the tail boom, cutouts were made for the passage of the stabilizer spar.

Rice. 2.14. Tail Boom:

1 - docking flange; 2 - bracket for fastening the blocks of tail rotor control cables; 3 - transmission tail shaft support; 4 - adjusting bracket assembly; 5 - overlay; 6 - stabilizer mounting bracket; 7 - attachment point of the shock absorber of the tail support; 8 - attachment points of the tail support strut.

Reinforcing duralumin plates 5 are riveted along the contour of the cutouts. On top of the skin there are hatches with covers for inspecting and lubricating splined couplings of the transmission tail shaft. Between frames No. 3 and 4, a cutout was made for the MSL-3 flashing beacon, between frames No. 7 and 8, 15 and 16 - cutouts for drill lights, between frames No. 11 and 12 - a cutout for the course system sensor.

From the bottom of the tail boom between frames No. 1 and 6, a radome for the antenna of the DIV-1 device is installed. The upper part of the fairing is riveted from duralumin profiles and skin, fastened to the beam with screws. The lower part is made of a radio-transparent material, fixed to the upper part on a ramrod rod and is locked with two folding locks and three plates with screws. Two antennas (receiving and transmitting) of the RV-3 radio altimeter are installed on the lower part of the beam. On frame No. 13 on both sides of the beam, nodes 4 are installed for the bolts of the stabilizer adjusting brackets, and on frame No. 14 - brackets 6 for mounting the stabilizer. On frame No. 15, on both sides of the tail boom, attachment points 8 for the tail support struts are riveted, and on frame No. 17 from the bottom - assembly 7 for attaching the tail support shock absorber.

5. END BEAM

The end beam (Fig. 2.15) is designed to move the axis of rotation of the tail rotor into the plane of rotation of the main rotor in order to ensure the balance of the moments of forces relative to the longitudinal axis of the helicopter.

Rice. 2.15. End beam:

1 - frame No. 3; 2 - frame No. 9; 3 - fixed part of the fairing; 4 - wall of the spar; 5 - tail light; 6 - inclined antenna; 7 - removable part of the fairing; 8 - cover; 9 - keel beam.

The riveted end beam consists of a keel beam 9 and a fairing. At frame No. 2, the axis of the beam has a break at an angle of 43 ° 10 "in relation to the axis of the tail boom.

The frame of the keel beam consists of a transverse and longitudinal set. The transverse set includes nine frames. Frames No. 2, 3 and 9 are reinforced, and frame No. 1 is docking.

The longitudinal set consists of a spar 4 and stringers made of corner profiles. The spar of riveted design is made of D16T duralumin corner profiles, the walls are made of duralumin sheet. In the lower part of the wall of the spar there is a hatch for access to the intermediate gearbox. The frame of the keel beam is sheathed with a smooth running sheathing made of D16AT duralumin, on the right side 1 mm thick, on the left - 1.2 mm. Between frames No. 1 and 3, a reinforced sheathing made of D16AT duralumin 3 mm thick is installed, on the inside of which, to facilitate, longitudinal milling was made, made by a chemical method. A similar skin 2 mm thick is riveted between frames No. 8 and 9.

Docking frame No. 1 is stamped from aluminum alloy D16T, to increase the reliability of the joint, the thickness of the joined planes is increased to 7.5 mm with their subsequent machining.

Reinforced frame No. 3 (pos. 1) is a bracket stamped from AK6 aluminum alloy, an intermediate gearbox is attached to it with four bolts, and a tail gearbox is attached to the flange of frame No. 9. There are two hatches at the top of the beam bend - upper and lower. The upper hatch is designed for filling oil into the intermediate gearbox, and the lower hatch is for inspecting the spline connection. The hatches are closed with lids, which have gill slits for air intake for cooling the intermediate gearbox. During operation, both hatches are used to install a fixture when measuring the angle of fracture between the tail and end shafts of the transmission.

The fairing forms the rear contour of the keel beam and is a fixed rudder that improves the directional stability of the helicopter. The fairing is made of two parts - the lower 7 is removable and the upper 3 is non-removable. The fairing frame consists of six stamped stringers made of D16AT duralumin, six ribs and docking tapes riveted along the contour of the fairing.

The frame is sheathed with smooth duralumin sheathing. In the lower part of the fairing there is a hatch, in the cover 8 of which gill slits are made for the exit of air cooling the intermediate gearbox. In addition, inclined antennas 6 are mounted on both sides, and whip antennas are mounted along the axis of symmetry of the fairing. A tail light is installed behind the axis of symmetry of the fairing. The removable part of the fairing is fastened to the belts of the spar of the keel beam with self-locking screws, and the fixed part - with rivets using butt bands.

Fig.2.16. Scheme of docking the fuselage with a typical

connection of docking frames (below)

The docking of the fuselage parts is of the same type and is carried out along the docking frames in accordance with the scheme (Fig. 2.16). All docking frames are made of extruded D16AT duralumin profile, the end shelf of which forms a flange with holes for docking bolts.

To reduce the stress concentration in the skin along the contour of the docking frames, duralumin toothed tapes are laid, which are riveted together with the skin to the outer flange of the frame.

6. STABILIZER

The stabilizer is designed to improve the characteristics of the longitudinal stability and controllability of the helicopter. The stabilizer (Fig. 2.17) is installed on the tail boom between frames No. 13 and 14, its mounting angle can only be changed when the helicopter is on the ground.

The stabilizer has a NACA-0012 symmetrical profile and consists of two halves - right and left, symmetrically located relative to the tail boom and interconnected inside the boom.

Both halves of the stabilizer are similar in design. Each half of the riveted stabilizer consists of a spar 2, seven ribs 5, a tail stringer 12, a diaphragm, a frontal duralumin sheathing 6, a removable end fairing 9 and a fabric sheathing 11.

The ribs and diaphragms are stamped from sheet duralumin. The ribs have nose and tail parts, which are riveted to the spar belts. Ridges with holes for sewing on linen sheathing are made on the shelves of the tail parts of the ribs.

The tail stringer, made of sheet duralumin, covers the tails of the ribs from below and above and forms a rigid trailing edge of the stabilizer. The tails of the ribs with a tail stringer are riveted with flush rivets.

Rice. 2.17. Stabilizer:

1 - stabilizer linkage axis; 2 - spar; 3 - adjusting bracket; 4 - docking flange; 5 - rib; 6 - duralumin sheathing; 7 - beam antenna attachment point; 8 - balancing weight; 9 - end fairing; 10 - drainage hole; 11 - linen sheathing; 12 - tail stringer.

On the toe of rib No. 1 of each half of the stabilizer, a bracket 3 with an earring is riveted, with which you can change the installation angle of the stabilizer on the ground.

A balancing weight 8 weighing 0.2 kg is riveted to the front of rib No. 7, covered with a removable end fairing 9 made of fiberglass. On the toe of rib No. 7 of the right and left halves of the stabilizer, node 7 is installed for attaching the cord of the beam antenna.

Stabilizer spar of beam type of riveted structure consists of upper and lower chords and a web with beaded holes for rigidity. The upper and lower belts of the spar are made of duralumin corner profiles. In the root part, the spar is reinforced with an overlay riveted to the belts and the spar wall from the rear side, and in the front part between ribs No. 1 and 2, the spar is reinforced with an overlay riveted to its belts. A docking flange 4, stamped from an aluminum alloy, is riveted to the overlay.

Fittings with axles 1 are installed on the spar near rib No. 1 for hanging halves of the stabilizer on the tail boom. The stabilizer attachment points are protected from dust by covers, which are fastened to the spar and rib No. 1 with a cord and a clamp using a foam plastic boss.

The nose of the stabilizer is sheathed with D16AT duralumin sheets riveted along the shelves of the bow parts of the ribs and the spar belts. The tail section is sheathed with AM-100-OP fabric, the seams along the ribs are sealed with toothed tapes.

Docking of the right and left halves of the stabilizer is made by bolts on the docking flanges and connecting plates.

Cushions for chairs and sofas.

Aviation seat cushions are made from a soft material called polyurethane foam or foam rubber. Easier - PPU.

Aviation seat cushion foam is a soft aviation non-combustible material (proven by special tests for fire safety), intended for use in the cabin passenger aircraft, in which there are no vents and windows designed to ventilate the room in the event of a pillow fire.

In accordance with aviation regulations, a foam rubber pillow, dressed in a decorative (and possibly also an additional protective) cover made of non-combustible fabric, is subjected to fire tests for the second time together with covers in a special laboratory to determine the combustibility of the product assembly.

In the cabin of a passenger aircraft, only those pillows that meet the requirements of aviation regulations should be used, which is confirmed by the test report and the quality stamp of a certified aviation pillow manufacturer.

In the case of application household foam rubber for the manufacture of aircraft seat cushions, testingthis pillow will not pass, the fire in the aircraft spreads instantly, and when burning household foam rubber, toxic products are released (xylene, Toluene diisocyanate ), the number of which exceeds the permissible norms from 3 to 65 times, which can lead passengers and crew members to diseases of varying severity.

Unfortunately, sometimes there are cases when airlines use pillows made of household foam rubber microporki for shoes, rubber – combustible and hazardous materials. Even in protective covers made of non-combustible fabric, these pillows will burn out instantly. In this case, the chances of a passenger surviving a fire are negligible.

FORBIDDEN!

In these cases, documents confirming the airworthinesspillows and permission to install them on a seat, the airlines do not have.

However, pillows don't last forever. During prolonged use, the pillow loses its shape and becomes flat, the foam rubber breaks and falls apart.

Every time a passenger sits on a torn pillow, a stream of small, invisible to the eye particles of foam rubber enters the air environment of the passengersalon. And passengers, both adults and children, breathe this air without even knowing it.

To breathe or not to breathe?

Kazan Helicopter Plant is a unique enterprise, it is one of largest manufacturers helicopter technology in the world. Helicopters built at this enterprise fly in more than 100 countries around the world. Last year, the plant turned 75 years old, today the company carries out a full cycle of helicopter production from development and serial production to after-sales support, personnel training and repairs.
I will tell and show you how modern helicopters are made.

2. Now the Kazan Helicopter Plant produces Mi-8 helicopters and its upgraded version Mi-17, Ansat helicopters, mass production of the Mi-38 helicopter is being mastered.
Let's start with the assembly of the Mi-8, one of the most common helicopters in the world.

3. Assembly is carried out on stocks, which are plates fixed on the frame. The stocks may differ not only depending on the types, but also on the modifications of the helicopters.

4. From the side, the stocks look like whale skeletons.

5. Interestingly, the history of the Kazan Helicopter Plant began in Leningrad, it was there that the Leningrad aircraft factory. Later he was evacuated to Kazan. The common Po-2 biplanes were produced here. During the war years, about 10.5 thousand of them were produced. By the end of the war, more than 10 new aircraft were leaving the factory every day. After the war, it was necessary to urgently master the production of non-aviation equipment; in 1947-1951, more than 9,000 self-propelled combines left the plant.

6. In 1951, the production of Mi-1 helicopters began at the KVZ. For the USSR, this was the first mass production of helicopters. Then the production of the Mi-4, Mi-14 and the Mi-8, Mi-17 and Ansat already mentioned above was mastered at the plant.

7. The culture of production is very high. The production base is constantly expanding and updating, technical re-equipment and modernization are underway. great attention is given to training and professional development of employees. Now the plant employs 7,000 people.

8. The social policy at the enterprise is aimed at attracting new personnel and retaining existing employees. Preferential vouchers and social mortgage - part social policy.
They also take care of their daily bread, I had a chance to dine in the factory canteen. The prices were very surprising.

9. Photographed the menu, in my opinion very good prices and assortment. A complex lunch will cost less than a hundred rubles.

10. Back to production.

11. A helicopter body is assembled from finished panels. In parallel, several boards of various modifications are assembled.

12. One of the key differences is transport versions with round windows, passenger versions with square windows.

13. Please note that if the ships are assembled by welding, then here the main connections are still made with rivets.

14. The tail boom is docked to the hulls.

15. As you move through the shop, helicopters acquire more and more finished features.

16.

17. The main modifications of the M-8, produced at the Kazan Helicopter Plant at the present time:
Mi-8MTV-1 (Mi-17-1V) is a multi-purpose modification, on the basis of which helicopters for various purposes are produced, for example, a flying hospital.
Mi-172 is a passenger modification designed to carry passengers.
Mi-8MTV-5 (Mi-17-V5) is a transport modification designed to transport cargo inside the cabin and on an external sling.

18. Transport version.

19. Another transporter.

20. After assembly, the helicopter is sent to the sink, and then for painting.

21. Special chambers are used for painting.

22. To prevent the paint from getting where it is not needed, these elements are covered with a film. I wrote about how aviation equipment is painted.

23. In addition to the fuselages, some parts are painted separately.

24. Freshly painted helicopter.

25. One of the main customers of helicopter technology is the army.

26.

27. Ready-made helicopter assembly.

28.

29. Look at finished products. Here are the familiar Mi-8/17s, and in the foreground is the development of the Kazan Helicopter Plant - a small Ansat helicopter.

30. "Ansat" in Tatar means "simple". This is a light twin-engine gas turbine multi-purpose helicopter for 7-9 seats.

31. Ansat can be used in different versions: passenger, ambulance, medical, and so on. The first orders for the medical version of the helicopter came from the Ministry of Health of the Republic of Tatarstan.

32. I liked the VIP options. Looks very European.

33. Mi-17-V5 in the finished version.

34. And what is a production report without cats? We honor traditions.

35. From the shop we go to the factory airfield. Helicopters fly over here.

36. Mi-8 in a very beautiful livery.

37. The cost of the Mi-8 helicopter starts from 15 million dollars and depends on the requirements of the customer.

38. When buying, you can choose the color. I like this one, but on demand it will be painted the way the customer wants.

39. While the helicopter is on the ground, you can look at it closer.

40. Handsome!

41. We are lucky, this is a VIP modification.

42. The dashboard looks ascetic.

43. The most interesting thing in the cabin.

44. Leather chairs.

45. Small kitchen.

46. ​​The kitchen is fully equipped. Refuel and fly!

47. Cups - saucers, everything is in place.

48. Additional seats in the cabin.

49. Bathroom.

50. Meanwhile, the Ansat is circling in the sky.

51. I also liked the helicopter. Looks modern. It costs from 5 million dollars.

52.

53. Inside looks something like this.

54. Finally, we “flyed” on the simulator in training center factory.

55. The trip to the plant turned out to be very eventful and informative.

56. I want to thank the employees of the Kazan Helicopter Plant for the good reception and detailed story and wish them successful work.

I also thank the specialists of the Ministry of Industry and Trade of Tatarstan, as well as the organizers of the Neforum, who made this trip possible.

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