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Good Mi-26, yes dórog!
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Good Mi-26, yes dórog!

Good Mi-26, yes dórog!



Moscow. 19 December. Terms of Reference for the modernized Mi-26T2V be agreed by the customer in the face of the Ministry of Defence until the end of the year, said "AviaPort" an informed source in the aviation industry.
The starting receiver news can become the Russian Defense Ministry, however, says the agency, a helicopter of this modification will be in demand and other law enforcement agencies of Russia, as well as export line is practically no analogues in the world on-duty.

Good Mi-26, yes dórog! 1

Serial Mi-26 in the base case has a maximum take-off mass of 56 t, and the maximum weight of a commercial nagpuzki to 20 tons. The maximum speed of the helicopter 295 km / h; cruising speed - 255 km / h; (AviaPort.Ru 19.12.2016).

Surprisingly not "new" but just "upgraded". Today's designers of cost centers after a minor modernization of old called it "the latest". Can not understand: general by cost center or have forgotten how to design new helicopters, or pretend to?
In 2012godu Indians about Mi-26 wrote: "They are outdated, consume too much fuel, road maintenance, and obtain spare parts is not so easy for them.
For the second time in recent years American helicopters are superior both technically and economically, Russian Machines ", - writes the Indian press" ( "Times" Mi "by" 29.10.2012g.).

A lost Mi-26 helicopter longitudinal scheme CH-47F Chinook. And that under this scheme the designer told me the cost center under the name "Sergey Semenov": "At the time when the development of helicopters in appearance and Mi-12-26 carried out very extensive work on the comparative analysis of various schemes of parametric helicopters. As a result, for a number of reasons, refused to longitudinal scheme. Main reasons:
1.Po layout reasons, the fuselage of the helicopter longitudinal scheme turns too heavy.
2.Ochen complex task to ensure strength and service life of rotors due to their very strong mutual influences. Yes, the Americans have a pretty decent machine longitudinal scheme - "Chinook". However, from our point of view, this machine can be considered the result of exceptional design and luck sooo serious design work. Therefore, it is aiming to seek his fortune in the garden of this until we avoided. " (Model / product range helicopters. The airport conference
14.02.2010 Sergey Semenov wrote: page 5).

Good Mi-26, yes dórog! 2

"However, from our point of view, this machine can be considered the result of exceptional design of luck!"
It is certainly true, on the one hand. On the other hand, the "exceptional luck's designer" is preceded by hard work and talent of designers, not to get on Matroskin: "We have funds available. Our mind is not enough. " Fresh in the memory when the funds were allocated cost center designers regularly and in abundance, as well as the new helicopters was not, no!
In Russian with Khrushchev's era it was led something of a tradition: if the designer is not from a cost center, it "luck" necessarily frozen. When at one time the leading designer I.A.Erlih brought to a reliable operating state helicopter Yak-24 longitudinal scheme - he was removed from production.
Yak-24:. Vmax = 170k / h, max.. load capacity - 4000kg.
Mi-4:. Vmax = 155k / h, max.. load capacity - 1600kg.
At Mi-4 one engine AL-82V; the Yak-24 two engines and supporting systems of the Mi-4.
"Having mastered the Yak-24, Garnaev in one of the factory test report, he said:" Yak-24, which is the first domestic helicopter longitudinal scheme, from the point of view of the pilot, has a number of advantages over the helicopter single rotor circuit and deserves, in my opinion, wide implementation. " (Military Review. The helicopter Yak-24)

"The helicopter Yak-24 in piloting available to the pilot of average skill. The behavior of the helicopter Yak-24 in the longitudinal and travel for a more stable, than the Mi-4.
In 1959 was Soviet Russia newspaper article Flying trolley wrote ╚Nichut not exaggerating, we can say that out of the helicopter window is the same review as of the comfortable Moscow trolleybuses. Just inside is much more comfortable. Here, all in a modern style: soft and eight chairs and small tables, and fluffy synthetic carpet on the floor. Between the windows there is even a vase for flowers. The machine is supported by the room temperature, and during the flight in the cabin, you can speak freely, without raising his voice. Lead Engineer B. Alenikov also told that the helicopter passenger version will carry up to 30 people ... It remains to wish happy Comfort helicopter air dorog╩. Unfortunately, wishes did not come true. Flight to Moscow finished already 30 October first helicopter Yak-24K long postponed and took place only after the show in the Kremlin helicopter Mi-suite 4.
production of the second instance, but it seems that this time discrepancy General Designer (S.Yakovlev) from the main (I.A.Erlih) finally decided, "was completed in February next year. (Sky Corner. Yak-24)

Good Mi-26, yes dórog! 3

Then, as a deputy chief designer of OKB "Kamov" I.A.Erlih suggested 70-ies of the last century, our Air Force a much more perfect design of the helicopter to the longitudinal scheme: The landing-50 a design speed 400k / h. Alas, as it is "lucky" not from a cost center, then, of course, it froze!
At the General Designer of KB "Kamov" Sergei Viktorovich Mikheyev today there are modern high speed designs: single-rotor Ka-Ka-92 and 102 longitudinal scheme, the development of which requires adequate funding. Holding "Russian Helicopters" solid finances in billions of rubles. Mil allocated to virtual Nira and R & D, but not on the "Kamov" company's real-world projects.
This is not just nonsense, but some malicious sabotage!

When comparing projects Ka and Mi-102-46 becomes absolutely clear that the classical scheme of today - the most imperfect, is hopelessly outdated, by means of which the holding "Russian Helicopters" and general designers MVZ diligently haul our helicopter back to the middle of the last century.
* Ka-102: 90passazhirov cruising speed = 450k / h.
* Mi-46: 60passazhirov cruising speed = 270k / h.
But the take-off weight, then they have the same for 30t.

Since the longitudinal and transverse scheme for KB MVZ unaffordable, they have long been able to run in the development of the usual single-rotor design, but without the tail rotor, which in its time miraculously appeared in Eurocopter (H3), although in a different version, in particular, the wing screw rotation both get on the main gearbox. In order to obtain records they thoroughly complicated the rotorcraft, which considerably increased its price.
Our designers should resist the urge for speed records, but to design a working machine and it is for the scheme, which was proposed earlier. The most acceptable is for the heavy version, so the project is better to perform the rotorcraft on the basis of the Mi-26: he has a very good engine and rotor. From the classical scheme, he is forced to "crawl" across the sky at a rate of long-decommissioned Mi-6, it is very expensive and the demand is not great:
1980goda with Mi-26 released only 318shtuk (Wikipedia).
Over the shorter term (1959-1980gg. Wikipedia) Mi-6 helicopters were fired 926shtuk.
Reduce the cost of flight hour Mi-26 can only increase in cruise speed and payload, but it all - the maximum, so the only way out: go to other schemes.

Record speed Mi-6 = 340k / h; Vmax but without wings. limited to 250k / h.
At Mi-26 Vmax. = 295k / h, i.e. its rotor faster and built on the basis of its rotorcraft without much effort will have Vcr. = 340-360k / h. "At its base" - this means that the most expensive: the engines, main gearbox and main rotor - the serial Mi-26, and the fuselage with wings - a new performance. At Mi-6 wings weighing 800kg and unloaded rotor to 10t.

Good Mi-26, yes dórog! 4

I recall scheme rotorcraft.

The fuselage with the wings. Instead, the tail rotor on the right wing of the console to install the wing screw (coaxial propfan) with traction traction ≈ xB. Mi screw-26.
On the left wing of the console to install the HPT with pulling coaxial propfans (wing TVD). The power of this theater should be greater than twice the power consumed by a wing screw in the hover.
hover mode.
Wing screw hover gives negative rod (ago), while the left-wing theater screw - positive thrust (forward), which in total and will compensate for the reactive torque (Mp.) Of the rotor (NV).


For overclocking speed hover on the classic helicopter control stick is deflected forward and thrust NV decomposed into two components: horizontal and vertical. The horizontal component is needed as a propulsive thrust, driving the helicopter forward. Since the increase in horizontal thrust reduced vertical component, then in order to prevent subsidence of the helicopter - the pilot increases the engine power.
Rotorcraft take-off squander is not, because the speed of acceleration from hovering mode is due to thrust wing theater. For overclocking speed hover wing turboprop power increases up to take-off with a simultaneous decrease in the thrust wing screws to «0», the power of which will automatically move on to the NV and the crew will be no need to increase the power of the main engines.
This implies that a decrease in the thrust wing screws to «0» wing theater
one will compensate Mr. rotor, and therefore should produce thrust twice. For example, the total engine power take-off the helicopter Mi-26 is 20.000l.s. Assume that the power consumed on the wing screw = 10% of the power of the main engine, or ~ 2000l.s., Means wing theater must have a min. Power = 4000l.s. In forward flight, both wing screws work with the positive thrust of equal magnitude. For example, if the theater wing in cruising mode will produce N = 3000l.s., Then on the wing screw should leave N = 3000l.s., Which has a positive impact not only on the characteristics of rotorcraft speed, but also on the unloading rotor, so H .AT. in flight will be partially discharged both through the wings, and due to the thrust of the wing screws.
Mp. wherein the rotor is offset by an aircraft tail fin type, given that the reactive moment in forward flight is considerably less than in hover.

1. At refusal of one of the main engine, another engine will be released on an emergency mode, and it will help in the theater wing, rotorcraft so even with a maximum take-off weight steadily continue the flight to the nearest airport and produce landing Therefore airplane.
2. In case of refusal wing propeller rotorcraft will be able to do the job and land, the role of the tail rotor will perform theater wing. In a classic case of failure of the helicopter tail rotor - a hard landing in most cases it ends with a tragic outcome. And Mi-26 even worse: there were two cases when in flight broke off the tail boom - crew and passengers died.

Good Mi-26, yes dórog! 5

According to the scheme. From the history.

That looked like me rotorcraft proposed scheme after professional treatment designers a cost center and then patented Eurocopter.

Good Mi-26, yes dórog! 6

As a sign of "gratitude" for this circuit I got from designers MVZ niggle carefully humbles answer:
"Now on the tail boom, you have to offer is simply discarded.
If you are familiar with the construction of helicopters for which no compensation is reactive moment and there is no problem steering the screws (vertibirds TsAGI -EA 11, 22-Ka, coaxial helicopters and cross circuits), you will see that all of them still have the tail boom, ...
You propose to do to trim the fuselage on the main gearbox. ...
Senior Scientist, Ph.D. B.L.Artamonov.
Design Engineer
1kategorii V.N.Zhuravlev ". 1986g.

Since then, much time has passed, VN Zhuravlev already received his Doctor of Sciences helicopter, and I could not find the tail boom at Ka-22 to this day. The fuselage with the tail is, and there is no beam!
Such nonsense in my head did not come even with a deep hangover, but the designers of cost centers visited !!! It is necessary to think of such nonsense to circumcision tail boom on the gearbox, and the meaning is simple: "Do not go in Kalashny number with a snout." However, they do not disdain a professional handle this scheme and pass Eurocopter, with which was
I hope that designers MVZ finally pluck up the courage and obtain patent scheme with the third theater on a wing KB Mil. M.L.Mioya.
Speaking of the beam. Beam beam - are different. Primarily by weight. In coaxial helicopter tail boom has a load of only feathered tail.
The tail boom of the helicopter is very classic heavy due to excessive loads on the tail rotor. For example, the Mi-6 exposed beam torque ~ 7000kg / m. and fracture - at least, while the Mi-26 this figure even more.
What she must have the strength, and thus the weight?
Rotorcraft based on the Mi-26 will be much easier, and cheaper, despite the third engine.


Vitalii Belyaev


This question is to determine whether you are a human automated spam submissions.

In recent years 30 not created anything novogo.Vse now flies - a replica of the USSR.

Yes, "Russian Helicopters" clearly stalled "licking" the old scheme and nothing will pass the money!

ATP, a very interesting article