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PERSONAL TRANSPORT: GROUND, WATER, AIR
Paramotor Tatush 120. Personal transport
Directory / Personal transport: land, water, air At the end of the 80s, the family of light vehicles with a mechanical engine (from motorcycles and snowmobiles to UAVs) was replenished with a new type of ultralight aircraft, which received the official (according to the FAI classification) name of a paraglider. However, in colloquial speech, it is often called a paramotor (PM), meaning the entire apparatus by it. The word itself was born from the trademark of one of the European firms. Structurally, the paramotor is an autonomous unit with an internal combustion engine and a propeller in a protective fence, with an integrated fuel system, having a device for starting and controlling the engine. Functionally, it is a power plant for a paraglider, which allows it to take off from a horizontal, more or less even platform without the use of air currents. The unique properties of the PM - low flight speed, ease of control, undemanding to takeoff and landing sites, the lowest noise level among all motor aircraft - are best revealed during air walks in good weather. In this regard, in recent years, a real paramotor boom has been observed in Europe. To a much lesser extent (due to the high cost of foreign devices: 6-16 thousand dollars per set), but nevertheless, interest in PM is noticeably manifested in the territory of the post-Soviet space.
Our team, which united ALS enthusiasts and later called "Arey", took up PM in 1992. The first prototype of the device was tested a year later, but, despite the huge amount of finishing work, its flight performance turned out to be completely unsuitable. It was followed by a series of two devices with already improved performance, but with consumer properties that still did not satisfy us. However, already in 1994, these works were awarded a diploma of the All-Russian Festival of the SLA. The first PM with acceptable consumer properties was built in 1995 under the name "TATUSH 1.2". Its improvement continued, after a series of major improvements, the new version was called "TATUSH 120". Thus, it took four years and several unsuccessful samples to make a good paramotor! And for those do-it-yourselfers who expect to build something at once in order to immediately fly, ride and swim, one can only sympathize. "TATUSH 120" is the third generation of paramotors, the main parameters of which were determined during the creation of the experimental sample. Technical characteristics and properties allow it to be successfully used for pleasure flights. It is also well suited for competitions and flight training.
The defining feature of the series is the diameter of the propeller - 1,2 m. The use of such a large propeller increases the thrust-to-weight ratio of the device (with the same engine power), which can significantly reduce the takeoff run and increase the rate of climb. And due to the fact that in cruising mode the engine operates at less power, its noise and fuel consumption are reduced, and the resource is increased. This diameter is optimal for multi-purpose paramotors. A further increase in the screw gives only a small increase in thrust, but its fence begins to interfere with the filling of the paraglider canopy, the mass and torque increase. Apparently 1,3m is a reasonable limit for a screw. Paramotors with a smaller diameter are not very promising either: an experimental sample with a 1 m propeller did not find application, since a weight reduction of 1 kg did not compensate for a 5 kg drop in thrust and an increase in noise level. The parameters of "TATUSH 120" correspond to the most popular foreign PMs. As a rule, this is a single-seat apparatus weighing 18 - 25 kg with a two-stroke single-cylinder air-cooled engine with a power of 15-18 hp, a belt gearbox, a fuel supply of 5 - 10 liters and a propeller with a diameter of 1 - 1,3 m. Such a paramotor develops static thrust 40 - 60 kg and is focused on entertaining flights of pilots weighing 60 - 100 kg. A unified underframe and a guard provide installation of various types of engines on the paramotor, which allows creating a range of devices for similar purposes, but with the characteristics that best meet the needs of specific pilots. At present, the main engine is the A-170 (power - 15 hp, weight - 13,3 kg). The variant with the SOLO 210 engine (18 hp, 10,2 kg), widely used in the world, showed itself well. We would not have made good paramotors without solving the problem of the engine - there was no suitable domestic one, and there is none. The only real way out was to make your own. But if you design and make such a motor from scratch, then the problems associated with this will ruin the idea. Therefore, in the A-170, only the crankcase and the ignition housing are completely original. The cylinder-piston group with some forcing and the crankshaft are borrowed from the IZH-Yu-5 motorcycle. The advantages of Jupiter parts include high and stable workmanship, as well as relatively low cost and wide availability. Disadvantages - a relatively large mass for such a cubic capacity, reduced cooling efficiency of the cylinder head due to the location of the ribs across the axis of the crankshaft, and the most important disadvantage for serial production is the "pairing" of these parts. That is why on half of our paramotors the muffler is located on the right, the tank and carburetor on the left, and vice versa on the other half. Recoil starter and electronic ignition - from the chainsaw "URAL". All purchased parts used in the engine are tested for compliance with the increased requirements for a highly loaded aircraft engine. Currently, the engine is fully finished. It can be installed on any vehicles with air propulsion. Despite the outstanding specific parameters, it is simply excellent in terms of a set of indicators. Nevertheless, its basic model is constantly being improved, various equipment options appear. The design allows you to install the screw directly on the crankshaft, and use gearboxes with different gear ratios. The engine is attached to the frame of the paramotor on three shock absorbers made in the form of rubber-metal bushings. A well-chosen motor mounting scheme and the stiffness of the shock absorbers allow you to completely get rid of the transmission of vibration from the motor to the pilot. To reduce the engine noise level, an effective two-chamber muffler is used, mounted directly on the exhaust pipe. This outwardly simple element is subjected to high temperature and vibration loads, and its design and manufacturing technology required careful debugging. Due to their low weight and dimensions, silencers of this type are installed on most foreign paramotors. But there are already several models with tuned exhaust systems that significantly improve the power and economic performance of two-stroke engines. The same system is supposed to be used on a promising model, since its first prototype increased static thrust by 2 kg and significantly reduced noise. A large diameter screw requires a reduction in speed. To do this, most foreign companies use a gearbox with a V-ribbed belt, which has a high efficiency and service life, but is expensive and requires very high precision and cleanliness in the manufacture of pulleys. A-170 is equipped with a traditional 3-strand V-belt gearbox with domestic belts. The gear ratio of 1:2,5 is optimal for matching a propeller with a diameter of 1,2 m with a motor that develops maximum power at 6 - 7 thousand rpm, providing a blade tip speed of no more than 170 m / s, and in cruising mode - 100 - 120 m/s. The influence of this parameter on the amount of noise generated by the paramotor is great. So, the already mentioned paramotor with a meter propeller, gear ratio 1:1,7 and the same motor turned out to be noisier just because of the high peripheral speed and specific load on the swept area. On the "TATUSH 120" the tank is installed on the side of the engine directly above the carburetor, and the fuel is supplied by gravity, which made it possible to abandon the expensive unreliable fuel pump and priming bulb, thereby reducing weight. The fire hazard of a gravity-fed circuit (by the way, widespread abroad) is greatly exaggerated, since not a single part of the engine heats up to the ignition temperature of gasoline (630 ° C). In addition, such an arrangement of the tank allows you to control the amount of fuel in flight (a rarity for paramotors), and the built-in tap allows you to remove it when transporting PM and adjust the carburetor without draining the fuel (which is gasoline with an octane rating of at least 91 mixed with category oil SUPER-2T at a ratio of 50:1). High demands are placed on oil; they are related to the operating conditions of the crankshaft main bearings and the lower location of the spark plug, the spark gap of which can be closed by soot particles or filled with sediment after parking. Now good oil is no longer a shortage, but its rather high cost is offset by low consumption. When using the motor on a vehicle with the cylinder up, the use of MC20 oil in a ratio of 25: 1 is allowed. The K170D carburetor is installed on the A-65. Another one, brand K68, also showed itself well; but since it is now produced only in a modification for the four-stroke Ural motorcycle, it is necessary to significantly increase the cross-sections of the jets. The disadvantage of all domestic carburetors is a leaky float chamber, which does not allow transporting PM horizontally without draining gasoline. It should be noted that aviation reliability cannot be demanded from a homemade motor, so in case of its failure it is always necessary to have the possibility of a safe landing (reserve parachute). This rule is legally established for flights on non-certified aircraft, which are all UAVs. All units "TATUSH 120" are mounted on a solid frame, welded from light pipes (aluminum alloy AMg6). Easily removable propeller guard is disassembled into four parts; it is welded from the same pipes, but of a smaller diameter. For individual parts, alloys D16T and AD31TN were used. The connecting dimensions of the frame and railing are rigidly set by the slipway in which they are welded. The lower part of the frame forms a reliable support that allows the paramotor to take a stable position on the ground at all stages of preparation for flight, during transportation and storage. The strength and shape of the frame are such that they are able to protect the paramotor from damage during unsuccessful takeoff or landing attempts. In real operation, it is impossible to avoid mechanical damage to the surface of the frame parts and especially the fence. Under these conditions, the best appearance, regardless of service life, is provided by colorless etching, which gives the metal parts a pure aluminum color. All PM steel parts are coated with a protective and decorative coating, usually cadmium. And the colorless anodic oxidation of the gear pulleys not only gives them a pleasant appearance, but also increases their wear resistance. When starting, the paraglider lines slide freely along the hoops of the propeller guard, therefore, the surface of the hoops must be completely smooth. Tensioned slings significantly load and elastically deform the fence, so its outer diameter is 200 mm larger than the diameter of the screw. The main space of the fence is covered with a mesh of fishing line, pulled through the holes in the tubes; it protects the lines from accidental contact with the propeller. The screw itself is two-bladed, made of pine, coated with epoxy varnish. The low density of pine ensures minimal weight, and the strength of the wooden propeller is sufficient to ensure maximum comfort in flight. The suspension system includes a comfortable chair with a durable seat covered with a layer of polyethylene foam and a padded back. When disassembling the paramotor, the suspension is easily removed; At the same time, shoulder straps and a back cushion remain on the main unit, which is convenient for carrying. The chair is attached to removable tubular arches, rigidly fixed to the frame. They also have four canopy mounting holes, allowing you to choose the optimal position of the paramotor relative to the canopy for the best use of traction and providing a comfortable position for pilots of different weights. The paraglider and harness are attached to the paramotor with quick-release, self-locking D-shaped carabiners. The reliability of this most important connection is ensured by safety loops with separate carabiners directly connecting the canopy and the harness. The most important property of a paramotor inherited from a paraglider is transportability. The disassembled "TATUSH 120" will fit in the trunk of a passenger car, it can be checked in as luggage on a plane or train and taken with you on vacation. In order to assemble it, it will take no more than 10 minutes and one ordinary wrench for the four bolts securing the propeller. Quarters of the fence are pulled together with textile Velcro. Finally, the fence and suspension arches are fixed with two studs. A bag is provided for the fencing parts, and the design of the bag-case of the main unit allows you to carry the packed paramotor behind your back. Although with the engine you can fly on conventional paragliders, it is better to use special ones designed for the engine. They are distinguished by increased strength, high reliability of the structure and connecting links, and a more convenient location of the toggles. As a rule, these paragliders are certified in the Standart category with an aerodynamic quality of 5 - 7 and an area of 26 - 32 m2. The control of the motorized paraglider is standard - with two toggles: in which direction you need to turn, that toggle is pulled. The torque tends to turn the aircraft to the right, and to compensate for it, you have to tighten the opposite brake. On landing, before touching the ground, both are smoothly pulled - and the paraglider practically stops. All motor control is concentrated in the handle, fixed with a strap on the left hand. This allows you to control the operation of the engine by pressing your fingers on a lever connected by a cable in a flexible sheath to the throttle valve of the carburetor. In the reach of the thumb is the button to turn off the ignition. The ease of controlling a paraglider allows anyone to learn how to fly in 4-5 days with an experienced instructor. For an experienced pilot to take off, even in complete calm, no more than 25 m of takeoff is required. In this case, it is possible to use platforms that are completely unsuitable for any aircraft with a wheeled landing gear. The landing run does not exceed 5 m. If an even wind blows with a force of 4 - 5 m / s, then takeoff and landing resemble helicopter ones, that is, from a standstill. The speed characteristics of a paraglider depend on the characteristics of the canopy. For modern multi-purpose domes, the speed range from 25 to 40 km / h is typical. And flying in calm weather at the speed of a pedestrian a few tens of meters from the ground is an inexpressible pleasure. Author: A.Pisman
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