RU2710839C1 - Helicopter - Google Patents

Abstract

FIELD: aviation.SUBSTANCE: invention relates to aircraft engineering, particularly, to transport and combat helicopters. Helicopter comprises fuselage with bottom and tail, two coaxial screws on concentrically arranged shafts connected via reduction gear with gas turbine engine, having air intake, compressor, combustion chamber, turbine and nozzle. Two-circuit gas turbine engine includes a birotating gas generator comprising a birotating compressor and a birotating turbine connected by two shafts, which is installed inside the streamlined axiosymmetrical casing with formation of the second circuit with an external air intake and an external nozzle. Before gas generator there is a reduction gear with output shafts connected with screws. Between gas generator and screws fan is made, at that fan rotor is arranged on outer output shaft while, inside said axiosymmetrical casing, fan stator with an input guide vane in the fuselage opening is made at its top. Between a turbine and a nozzle of a gas turbine engine, an afterburner is made.EFFECT: safe landing of helicopter with destruction of propeller.9 cl, 12 dwg

Description

The invention relates to aviation, and more specifically to helicopters with gas turbine engines and is aimed at improving the safety of their flight.

A helicopter is a rotary-wing aircraft, in which the lifting and driving forces are created by one or more rotors. Such screws are parallel to the ground, and their blades are installed at a certain angle to the plane of rotation, and the installation angle can vary over a fairly wide range - from zero to 30 degrees. Setting the blades to zero degrees is called idle screw or feathering. In this case, the rotor does not generate lift.

During rotation, the blades capture air and discard it in the opposite direction to the movement of the screw. As a result, a low pressure zone is created in front of the screw, and a high pressure zone is created behind it. In the case of a helicopter, a lift arises this way, which is very similar to the formation of lift by a fixed wing of an airplane. The larger the angle of the blades, the greater the lifting force creates a rotor.

The characteristics of the rotor are determined by two main parameters - diameter and pitch. The diameter of the propeller determines the helicopter's take-off and landing capabilities, as well as partly the magnitude of the lifting force. The pitch of the screw is the imaginary distance that the propeller travels in an incompressible medium at a certain angle of installation of the blades in one revolution. The last parameter affects the lifting force and rotor speed, which the pilots try to keep constant for most of the flight, changing only the angle of the blades.

A helicopter is a rotary-wing aircraft, in which the lifting and driving forces are created by one or more rotors. Such screws are parallel to the ground, and their blades are installed at a certain angle to the plane of rotation, and the installation angle can vary over a fairly wide range - from zero to 30 degrees. Setting the blades to zero degrees is called idle screw or feathering. In this case, the rotor does not generate lift.

During rotation, the blades capture air and discard it in the opposite direction to the movement of the screw. As a result, a low pressure zone is created in front of the screw, and a high pressure zone is created behind it. In the case of a helicopter, a lift arises this way, which is very similar to the formation of lift by a fixed wing of an airplane. The larger the angle of the blades, the greater the lifting force creates a rotor.

The characteristics of the rotor are determined by two main parameters - diameter and pitch. The diameter of the propeller determines the helicopter's take-off and landing capabilities, as well as partly the magnitude of the lifting force. The pitch of the screw is the imaginary distance that the propeller travels in an incompressible medium at a certain angle of installation of the blades in one revolution. The last parameter affects the lifting force and rotor speed, which the pilots try to keep constant for most of the flight, changing only the angle of the blades.

When the helicopter is flying forward and the rotor is rotated clockwise, the incoming air flow more strongly affects the blades on the left side, which increases their efficiency. As a result, the left half of the circle of rotation of the screw creates a greater lifting force than the right, and there is a heeling moment. To compensate, the designers came up with a swashplate - this is a special system that reduces the angle of installation of the blades on the left and increases it on the right, thus leveling the lifting force on both sides of the screw.

In general, a helicopter has several advantages and several disadvantages over an aircraft. The advantages include the possibility of vertical take-off and landing on sites whose diameter is one and a half times greater than the diameter of the rotor. In this case, the helicopter can carry bulky loads on the external sling. Helicopters are also distinguished by better maneuverability, since they can hang vertically, fly sideways or backwards, and rotate in place.

The disadvantages include greater fuel consumption than aircraft, greater infrared visibility due to hot exhaust from the engine or engines, as well as increased noise. In addition, a helicopter as a whole is more difficult to control due to a number of features. For example, helicopter pilots are familiar with the phenomena of terrestrial resonance, flutter, a vortex ring, and the effect of locking a rotor. These factors can cause the machine to crash or crash.

In helicopter technology of any circuit there is an autorotation mode. It refers to emergency modes. This means that if, for example, the engine fails, the main rotor or screws are disconnected from the transmission by means of an overrunning clutch and begin to spin freely with an oncoming air stream, slowing down the machine from falling from a height. In autorotation mode, a controlled emergency landing of a helicopter is possible, and a rotating rotor through the gearbox continues to spin the steering screw and generator.

Classic design

Of all the types of helicopter circuits today, the most common is the classic. With this arrangement, the machine has only one rotor, which can be driven by one, two, or even three engines. This type, for example, includes the An-64E Guardian, AH-1Z Viper, Mi-28N, Mi-24 and Mi-35 transport and combat vehicles, Mi-26 transport vehicles, UH-60L Black Hawk and Mi-17 multipurpose light Bell 407 and Robinson R22.

When the rotor rotates on helicopters of the classical scheme, a reactive moment arises, due to which the machine body begins to unwind in the direction of rotation of the rotor. To compensate for the moment use the steering device on the tail boom. As a rule, it is a tail rotor, but it can be a fenestron (a screw in an annular cowl) or several air nozzles on the tail boom.

The second scheme of the helicopter

The second most common helicopter scheme is coaxial. There is no steering screw in it, but there are two main rotors - the upper and lower. They are located on the same axis and rotate synchronously in opposite directions. Thanks to this solution, the screws compensate for the reactive moment, and the machine itself turns out to be somewhat more stable compared to the classical scheme. In addition, coaxial-type helicopters have virtually no cross-connections in control channels.

The most famous coaxial helicopter manufacturer is the Russian company Kamov. It produces Ka-27 multi-purpose ship helicopters, Ka-52 attack helicopters and Ka-226 transport helicopters. All of them have two screws located on the same axis one below the other. The machines of the coaxial scheme, in contrast to the helicopters of the classical scheme, are able, for example, to make a funnel, that is, to fly around the target in a circle, remaining at the same distance from it. In this case, the nose always remains deployed towards the target. Yaw control is performed by braking one of the rotors.

In general, coaxial helicopter control is somewhat easier than conventional helicopters, especially in hover mode. But there are also their own characteristics. For example, when performing a loop in flight, overlapping of the lower and upper rotor blades may occur. In addition, in the design and manufacture of a coaxial circuit, it is more complex and expensive than the classical circuit. In particular, due to the gearbox that transfers the rotation of the motor shaft to the screws, as well as the swash plate, which simultaneously sets the angle of the blades on the screws.

Known safe helicopter according to the patent of the Russian Federation for the invention No. 2333135, IPC ВСС 27/04, publ. September 10, 2008

This helicopter contains a traction engine and a rotor with a vertical axis, on top of which there is an even number, but not less than four blades. The helicopter also contains a connecting device that plays the role of a transmission in the operating mode of the traction engine, and in the operating mode of the starting engines - the role of a freewheel mechanism. Each second rotor blade has a calculated shortened dimension of overall length and includes in its device one or more elementary starting engines, for example, operating on solid fuel. The invention improves safety during emergency landing of a helicopter.

Disadvantage: low reliability.

Known helicopter according to the patent of the Russian Federation for the invention No. 2335432, IPC ВСС 27/04, publ. 10/10/2008

This helicopter includes a fuselage and coaxial screws, and the screws can be two or more and they can be of different diameters. At least one of the screws is controlled with a variable pitch, and the rest with a fixed pitch. In the second embodiment, the helicopter has a tail boom with an elastic pneumatic chamber at the end, and when the beam is raised, thrust reduction is blocked. In the third embodiment, the engine and gearbox are placed in a separate engine nacelle located above the fuselage on the pylons and / or elastic inserts.

Disadvantage: low reliability of the helicopter due to the fact that when one propeller breaks, the thrust of the other is not enough to land it and, in addition, the occurrence of an imbalance disrupts the operation of the second propeller.

Known helicopter according to the patent of the Russian Federation No. 2284284, IPC B64D 45/04, publ. 08/27/2006.

This helicopter has a safe landing system for a helicopter falling during an air accident. The safe landing system contains a parachute located in a hollow cylinder located in the cavity of the transmission shaft on which the rotor is mounted, as well as jet braking engines and inflatable devices located in the lower part of the helicopter fuselage. The specified hollow shaft is made in the form of a steel pipe and has gear wheels of the drive, made on it as one unit.

Disadvantages:

- the use of parachutes to rescue helicopters with a very large weight is unrealistic,

- the use of inflatable means is also unrealistic for large helicopters and in addition they are fire hazardous,

- the use of jet engines is promising, but the type of jet engine and the method of its use are not indicated. The use of solid rocket engines is unrealistic due to their fire and explosion hazard. The use of liquid rocket engines is problematic due to the need for continuous transportation of the oxidizing agent. The use of gas turbine engines is possible, but it is necessary to develop its design, installation location and method of application. This is not in US Pat. RF №2284284. In addition, this patent assumes the combined use of parachutes and jet engines (several), which reduces the reliability of the helicopter.

Known helicopter according to the patent of the Russian Federation for the invention No. 2148537, IPC ВСС 7/20, publ. 05/10/2002, the prototype.

This helicopter contains a housing, an air-jet engine for generating thrust for horizontal flight, rotors that are located inside the housing and serve as a compressor for an air-jet engine, an engine that is designed to rotate these rotors, and the cockpit. A protective net is provided under which the rotors are located. Sashes are located below the net and are designed for take-off and landing.

Disadvantage: poor flight safety due to the fact that when the propeller is destroyed, helicopter landing will almost always lead to catastrophic consequences.

Objectives of the invention: improving the reliability and safety of flight, simplifying control and reducing the axial dimensions of the engine.

Effect: ensuring a safe landing when the screw is destroyed.

The solution to these problems was achieved in a helicopter containing a fuselage with a bottom and a tail, two coaxial screws on concentric shafts connected through a gearbox to a gas turbine engine having an air intake, compressor, combustion chamber, turbine and nozzle, by using a double-circuit gas turbine engine installed vertically in the center of mass of the fuselage of the helicopter, containing a turotative gas generator, including a biirotational compressor connected to two shafts and a turotative turbine that is installed inside the casing of a rotational axisymmetric casing with the formation of a second circuit with an external air intake and an external nozzle, a gearbox is installed in front of the birotative gas generator, the output shafts of which are connected to the screws, between

a fan is made by a gas generator and screws, and a fan rotor is installed on the external output shaft, and a fan stator is installed inside the streamlined axisymmetric casing in its upper part with an inlet guide apparatus in the fuselage hole, an afterburner is made between the turbine and the nozzle of the double-circuit gas turbine engine.

A dual-circuit gas turbine engine with a power take-off shaft can be connected to auxiliary units.

On the bottom of the fuselage, a safety platform can be made having vertical openings for accommodating an external nozzle of a double-circuit gas turbine engine, the internal cavity of the safety platform is filled with damping material.

As the damping material, a honeycomb structure may be used.

As the damping material, metal rubber may be used.

At the end of the tail, a propulsive propeller can be installed in the form of a pushing screw.

The fuselage can be equipped with front wings on which marching engines are installed.

Marching engines can be made in the form of turboprop gas turbine engines.

Marching engines can be made in the form of turbojet gas turbine engines.

The invention is illustrated in the drawings (Fig. 1 ... 12), where:

- in FIG. 1 shows a diagram of a helicopter,

- in FIG. 2 is a view A of FIG. 1,

- in FIG. 3 shows the layout of the screw, gearbox and gas turbine engine,

- in FIG. 4 shows a gas turbine engine of a helicopter, the first option in working position,

- in FIG. 5 shows a gas turbine engine of a helicopter, the second option is in the working position,

- in FIG. 6 shows the design of a gas turbine engine of a helicopter; the first option is rotated 90 °.

- in FIG. 7 shows the design of a gas turbine engine of a helicopter, the 2nd option is rotated 90 °.

- in FIG. 8 shows a diagram of the transfer of power from the turbine engine to the screws,

- in FIG. 9 shows a variant of a helicopter with a marching propulsion on the tail,

- in FIG. 10 shows a variant of a helicopter with a marching engine on the front wings.

- in FIG. 11 shows the security platform,

- in FIG. 12 shows section B - B.

Designations accepted in the description:

fuselage 1,

top screw 2,

bottom screw 3,

internal coaxial shaft 4,

external coaxial shaft 5,

gearbox 6,

internal output shaft 7,

external output shaft 8,

dual-circuit gas turbine engine 9,

biotative gas generator 10,

inner shaft 11,

outer shaft 12,

biotic compressor 13,

biotative turbine 14.

streamlined axisymmetric casing 15,

second circuit 16.

external air intake 17,

outer nozzle 18,

booster fan 19,

fan rotor 20,

fan stator 21,

input guide apparatus 22,

fuselage hole 23,

power take-off shaft 24,

bottom 25,

security platform 26,

cavity 27,

damping material 28,

central hole 29,

landing supports 30,

air intake 31,

compressor housing 32,

combustion chamber 33,

nozzles 34,

turbine housing 35,

nozzle 36,

main fuel system 37,

fuel line 38,

fuel pump 39,

drive 40,

the first rotor 41,

second rotor 42,

bearing 43,

external supports 44,

coupling 45,

afterburner 46,

afterburner 47

afterburning fuel system 48.

fuel line 49,

afterburner pump 50,

drive 51,

compressor stator 52,

the first rotor of the compressor 53,

the second rotor of the compressor 54,

turbine stator 55,

the first rotor of the turbine 56,

the second rotor of the turbine 57,

internal gear 58,

aggregate drive shaft 59,

marching propulsion 60,

tail 61,

pushing screw 62,

shaft 63,

coupling 64.

hind wings 65,

marching engines 66,

front wings 67.

The helicopter (Fig. 1 and 2) contains the fuselage 1, coaxial screws: the upper 2 and lower 3, the internal coaxial shaft 4 and the external coaxial shaft 5, connecting the screws 2 and 3 through the gearbox 6 with the internal output shaft 7 and the external output shaft 8 for power take-off from a gas turbine engine, which uses a dual-circuit gas turbine engine 9 mounted vertically in the region of the center of mass of the helicopter (Fig. 1 and 2).

The dual-circuit gas turbine engine 9 comprises a bi-turbo gas generator 10, comprising a bi-rotary compressor 13 and a bi-turbine 14 connected by two shafts to the internal 11 and external 12. The bi-turbine gas generator 10 is installed inside the streamlined axisymmetric casing 15 to form the second circuit 16. The dual-circuit gas turbine engine 9 contains an external air intake 17 and external nozzle 18. In front of the birotative gas generator 10, a reducer 6 is installed, the output shafts 7 and 8 of which are connected to the screws 2 and 3.

A booster fan 19 is made between the biotic gas generator 10 and the screws 2 and 3, while the rotor of the fan 20 is installed on the external output shaft 8, and the fan stator 21 with the inlet guide device 22 in the opening 23 of the fuselage 1 is made in the streamlined axisymmetric casing 15 at the top of it.

The dual-circuit gas turbine engine 9 has a power take-off shaft 24 (Fig. 3) for power take-off on the screw 3 from the external shaft 12 of the biotic gas generator 10.

A safety platform 26 is fixed on the bottom 25 of the fuselage 1, the cavity 27 of which is filled with damping material 28. As a damping material 28, a honeycomb filler or metal rubber can be used. In the safety platform 26, a central hole 29 is made. Landing supports 30 are attached to the bottom 11.

The double-circuit gas turbine engine 9 (GTE) contains (Fig. 3) an air intake 31, a compressor 32, a combustion chamber 33 with nozzles 34, a turbine 35, and a nozzle 36.

The dual-circuit gas turbine engine 9 according to the first embodiment (Fig. 3) has one main fuel system 37. The main fuel system 37 comprises a fuel line 38 in which a fuel pump 39 is connected to the drive 40.

The dual-circuit gas turbine engine 9 is bi-rotational and contains two rotors: the first rotor 41 and the second rotor 42. The inner and outer shafts 11 and 12 are mounted on the bearings 43 and the external bearings 44, respectively, and are connected via a coupling 45 to the power take-off shafts 7 and 8.

The first and second rotors 41 and 42 rotate in opposite directions. This eliminates the reactive moment, turning the fuselage 1 in the opposite direction and simplify the control of the helicopter.

In FIG. 4 shows a simplified diagram of a dual-circuit gas turbine engine 9, the first option.

In FIG. 5 shows a second variant of a dual-circuit gas turbine engine 9, which further comprises an afterburner 46 with an afterburner 47 (with nozzles) inside and an afterburner fuel system 48.

The afterburning fuel system 48 comprises a fuel line 49 with an afterburner pump 50 installed therein, to which a drive 51 is connected. The fuel line 49 is connected to the afterburner 47.

The double-circuit gas turbine engine 9 is mounted vertically in the center of mass of the fuselage 1 of the helicopter (Fig. 1).

The safety platform 26, as mentioned earlier, has a central hole 29 vertically formed on an axis passing through the center of mass of the helicopter and a dual-circuit gas turbine engine 9. The diameter of the central hole 29 Do is larger than the cut-off diameter of the outer nozzle 18 - D _c .

D ₀ ≥D _c .

In FIG. 6 shows in more detail the design of a dual-circuit gas turbine engine 9 of the helicopter, the first option is rotated 90 °.

The double-circuit gas turbine engine 9, as mentioned earlier, contains a first rotor 41, with an internal shaft 21, mounted on bearings 43, and a second rotor 42 with an external shaft 22, mounted on external bearings 44.

The double-circuit gas turbine engine 9 contains a compressor stator 52, two compressor rotors, the first - 53 and second - 54, made with the possibility of rotation in the opposite direction and without guide devices between them, the turbine stator 55, and two turbine rotors: the first 56 and second 57, also made with the possibility of rotation in opposite directions and without nozzle devices between them. An external gearbox 58 is connected to the external shaft 42, to which a power take-off shaft 24 and an aggregate shaft 59 are connected for power take-off to auxiliary units, for example, an electric generator. The first rotor of the compressor 46 and the second rotor of the turbine 50 are connected by an internal shaft 41. The second rotor of the compressor 46 and the first rotor of the turbine 49 are connected by an external shaft 42.

The use of a biotic scheme of a gas turbine engine 9 will reduce its axial dimension, weight and eliminate the reactive moment acting on the fuselage. In addition, the gyroscopic effects from two rotors rotating in the opposite direction are mutually compensated. This will greatly simplify the management of the helicopter.

In FIG. 7 shows the design of the gas turbine engine 9 of the helicopter, the 2nd option, with afterburner, rotated 90 °.

In addition to the first embodiment, between the turbine 34 and the nozzle 35 there is an afterburner 53 with an afterburning manifold 54 for injecting fuel in afterburner modes.

The afterburner fuel system 55 comprises a fuel line 56 with an afterburner pump 57 installed therein, to which a drive 58 is connected. The fuel line 56 is connected to the afterburner manifold 31.

In FIG. 8 shows a diagram of the transfer of power from the turbine engine 9 to the screws 2 and 3 through the gearbox 6.

In FIG. 9 shows a variant of a helicopter with marching propulsion 60 on tail 61.

Marching propulsion 60 can be made in the form of a pushing screw 62. The drive of the pushing screw 62 is carried out from the gearbox 6 through the shaft 63 and the clutch 64. The helicopter may have rear wings 65.

In FIG. 11 shows a variant of a helicopter with marching engine 66 on the front wings 67. Marching engines 66 can be made in the form of a turboprop engine or in the form of a gas turbine engine.

In FIG. 12 shows a security platform 26, and FIG. 10 shows a section B - B. Nozzle 36 is installed inside the outer nozzle 18.

HELICOPTER OPERATION IN NORMAL MODE, 1 option

First start the gas turbine engine 9 in the mode of "small gas" (Fig. 1 and 3).

The drive 40 spins the fuel pump 39 and the fuel (aviation kerosene) is supplied through the fuel pipe 38 to the nozzles 34 of the combustion chamber 33. The combustion products pass through the turbine 35. The power from the turbine 35 is transmitted to the compressor 32, which compresses the air coming through the air intake 31. Compressed air fed to the combustion chamber 33 to maintain the combustion process.

The jet thrust of a dual-circuit gas turbine engine 9 created by the nozzle 36 and the external nozzle 18 is transmitted to the fuselage 1, which, in combination with the thrust force of the screws 2 and 3, ensures takeoff, flight of the helicopter and its landing in normal mode.

Cold air flowing from the external nozzle 18, mixing with the combustion products flowing from the nozzle 36 reduces the temperature of the jet stream and thereby increases the safety of take-off and landing.

After warming up the gas turbine engine, the main fuel system 37 is put into “take-off mode”. The helicopter takes off vertically.

The combined thrust-ratio of the screw 2 and auxiliary gas turbine engine 9, taking into account the second circuit 16 in the nominal mode, is 1.05 ... 1.1.

HELICOPTER OPERATION IN EMERGENCY MODE

the first option when breaking one screw

If one screw breaks down, for example, the top 3, disconnect the clutch 44 (Fig. 8) and increase the fuel supply in the main fuel system by 1.5-2 times. Jet thrust created jointly by the upper propeller 3 and nozzles 18 and 36 will be enough for a soft landing of the helicopter.

HELICOPTER OPERATION IN EMERGENCY MODE

with the second option of a double-circuit gas turbine engine

In case of failure of two screws 2 and 3 in this embodiment, the afterburner fuel pump 50 delivers fuel (aviation kerosene) through the fuel line 49 to the afterburner 47 of the afterburner 46, where it is ignited by the igniter, the afterburner fuel system 31 is activated (Fig. 4), for this trigger the jet thrust generated by nozzles 18 and 36 increases. The combustion products through the nozzle 36 expire vertically downward.

The thrust generated by nozzles 18 and 36 increases by 2 ... 3 times compared with the after-blow mode, which compensates for the absence of screws 2 and 3 and provides an emergency landing of the helicopter at the cost of very high fuel consumption.

The use of afterburner chamber 46 in a dual-circuit gas turbine engine 9 makes it possible to design a dual-circuit gas turbine engine 9 of smaller dimensions and weight, which is very important, since it is extremely rare to use the maximum capabilities of the auxiliary gas turbine engine 9.

HELICOPTER OPERATION WITH MARCH ENGINE AND MARCH ENGINES

For a variant, a helicopter with marching propulsion 60 on tail 61 (Fig. 11) launches marching propulsion 60 and the helicopter can mix at a sufficiently high speed. Marching propulsion 60 can be made in the form of a pushing screw 62. The drive of the pushing screw 62 is carried out from the gearbox 6 through the shaft 63 and the clutch 64. The helicopter may have rear wings 65.

For a variant of a helicopter with mid-flight engine 66 on the front wings 67 (Fig. 12), mid-flight engines 66 are launched, which creates a horizontal thrust commensurate with the thrust of modern high-speed aircraft. In this case, a speed of 700-800 km / h can be achieved, which is necessary for military aircraft.

Marching engines 66 can be made in the form of a turboprop engine or in the form of a gas turbine engine.

The application of the invention allowed:

- to ensure a safe landing when the destruction of one or two screws,

- save the life of the crew and passengers, reduce the axial dimension and weight of the gas turbine engine,

- simplify helicopter control,

- improve the technical characteristics of the helicopter: speed, maneuverability, the height of the helicopter, and other technical characteristics.

Claims (9)

1. A helicopter containing a fuselage with a bottom and a tail, two coaxial screws on concentrically arranged shafts connected through a gearbox to a gas turbine engine having an air intake, a compressor, a combustion chamber, a turbine and a nozzle, characterized in that a double-circuit gas turbine engine mounted vertically in the center of mass of the fuselage of the helicopter, containing a turotative gas generator, including a bi-rotational compressor and a bi-rotational turbine connected by two shafts, which is mounted inside the streamlined axisymmetrically casing with the formation of a second circuit with an external air intake and an external nozzle, a reducer is installed in front of the birotational gas generator, the output shafts of which are connected to the screws, a fan is made between the gas generator and the screws, and a fan rotor is installed on the external output shaft, and inside the streamlined axisymmetric casing the upper part has a fan stator with an inlet guide vane in the fuselage hole, an afterburner is made between the turbine and the nozzle of the double-circuit gas turbine engine camera. 2. The helicopter under item 1 or 2, characterized in that the dual-circuit gas turbine engine with a power take-off shaft is connected to auxiliary units. 3. The helicopter according to claim 1 or 2, characterized in that a safety platform is made on the bottom of the fuselage, having vertical openings for accommodating an external nozzle of a dual-circuit gas turbine engine, the internal cavity of the safety platform is filled with damping material. 4. The helicopter according to claim 4, characterized in that the honeycomb structure is used as the damping material. 5. The helicopter according to claim 4, characterized in that metal rubber is used as the damping material. 6. The helicopter according to claim 1 or 2, characterized in that at the end of the tail there is a marching propulsion device in the form of a pushing screw. 7. The helicopter according to claim 1 or 2. characterized in that the fuselage is equipped with front wings on which the main engines are mounted. 8. The helicopter under item 8, characterized in that the mid-flight engines are made in the form of turboprop gas turbine engines. 9. The helicopter under item 8, characterized in that the mid-flight engines are made in the form of turbojet gas turbine engines.

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