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New design engineering solutions for helicopters in Russia?

New design engineering solutions for helicopters in Russia?

 

When I read about regular advances from the ministry's designers a cost center, the amounts at Nira rubles in the amount of - billions, it always comes to mind is the monologue of a young Gennady Khazanov:

"What people are stealing money train!

And do not dream in a dream!

Time did not sleep dream, then three nights. "

And calm: "In Russia, are being developed to build a new high-speed helicopter. According to the deputy chairman of the government's military-industrial complex, Dmitry Rogozin, on the production of a real machine can talk after the research and development (R & D), to be implemented no later than the year 2016.

The Ministry of Industry and Trade in the tender indicating more rigid deadline for research - 2015 year.

A «19 2016 January. Deputy Minister of Industry and Trade of the Russian Federation Yuri Slusar reported that Russia plans to allocate from the state budget of about 7,5 billion rubles, which will be used to develop long-term high-speed helicopter. "

So much for the "hard deadline for research - 2015 year" !?

And further: "There are new design engineering solutions that will enable this machine to move faster and more maneuverable. This is a promising task, which is already working on Alexander Mikheev (took over as director of the company "Helicopters of Russia" in September 2013 years) - said "Izvestia" Dmitry Rogozin.
... Already there are test engine for the future of high-speed helicopter. "
(Izvestia. 3 February 2014).

Needless to say, Mr. A.Miheev highly educated people, but it is not clear: what are the "new design engineering solutions" for the helicopter, especially at high speed, can give a candidate of economic sciences, Kojima is A.Miheev.

I wonder: and in what time frame fit our ancestors? After all, there was no high-power high-speed computers, purge the system at TsAGI were much more modest today, but for its technical excellence same rotorcraft Ka-22, excluding electronics, perfect Mi-38, which was built 30 years and planned its serial production this year. And how long was built Ka-22, because at that time it was a revolutionary aircraft?

"According to updated in 1956, the requirements rotorcraft with engines of TV 2VK takeoff power on 5900 hp I had to carry up to 60 Marines with weapons. ... In this case, the maximum speed at a height of 4500 m should be within 400- 450 km / h, and the ceiling - 6500 m.

In 1957, the first glider Ka-22 transferred to static tests in TsAGI, and in the autumn of the following year the first flying machine Ka-22V ( "A" item), built at the plant number 938, entered the flight test station

... The reason for the installation of new theater is the low dynamic stability TV 2V and implementation of D-25V into production for the Mi-6 ». (Soviet rotorcraft Ka-22. 29-12-2010).

It should be noted that the installation of D-25VK total capacity was almost 800 hp less than TV 2VK led to a dramatic reduction of the payload weight and the take-off. "

The characteristics of the Ka-22 read Vcr = 270k / h; Vmah. = 350k / h.

What is the time for helicopter speed 270k / h. with trapezoidal blades:

21 November 1959goda Mi-6 helicopter was an absolute world speed record 262k / h, previously owned by the United States. Cruising speed Mi-6 the time = 200k / h. Then he went into a series of metal blades are rectangular in shape, with which high-speed characteristics of the helicopter grew 50k / h, ie, Vcr. = 250k / h.
Such blades A-6 were ready for Ka-22, so the cruising speed would be = 320k / h and Vmah. = 400k / hr., Even on weaker engines D-25V but rotorcraft has been discontinued.

I try to imagine: what could be today a rotorcraft, race against time for several decades

Modern helicopter engines N = 6000l.s. not in Russia, but there TV7-117V Motors (IM) with a maximum take-off power in 3000l.s, so the two-engine TV7 117V (VM) with a total capacity = 6000l.s. with great success replace a TV 2VK.

Wherein:

  • 1. By 4-x engine to improve safety, it is very important to work in the Arctic, the Arctic, the North, etc.

  • 2. The total weight of modern x-4 TV7-117V (BM) is less than 2 x-old D-25V on 1100kg.

  • 3. All fuel consumption of two engines D-25V = 2400kg, while at 4-x-TV7 117V (VM) = 1800kg, ie Savings = 600kg per hour.

  • 4. Instead, single pull screws D = 5,9m - modern coaxial zakapotirovannye propfans that are smaller in size with equal traction and safe for ground crews and passengers.

  • 5. Removed aircraft control, left control of the rotor screws, like B-12. Flap on the wings, too, no, there were small ailerons at the ends of the wings to assist the bearing screws at high cruising speeds, because At these speeds, significant wings are produced by the wings, making it easier to carry the screws, while a significant fraction of the power flowed to the pulling screws, so at high speed the efficiency of controlling the rotors is worse. The ailerons deflect synchronously with the control of the rotor screws from the beginning to the end of the flight, the result of which is insignificant at low speeds, but is effective at high speed.

Why ailerons at the end of the wing? - In the center of the rotor will be minimal shading from them the air flow in the hover when the rotor of the required maximum thrust.

In Ka-22 chassis is made with a very high drag, so in today's rotary-wing Chassis - retractable, which also have a positive impact on the cruising speed and therefore do not see any reason to spend millirdnye amount to Nira, when the question with a cruising speed of 360k / h solved our genius designer of Kamov helicopters Nikolai Ilyich half a century ago! And his disciple, outstanding designer Sergey Viktorovich Mikheyev today with this task successfully cope!

The money, in the amount of 7,5mlrd who regularly stand designers to cost centers "Nira" and R & D ", highlight the company" Kamov "on real projects of high-speed helicopter Ka-92 and Ka-102, which already will bring real benefits to our state in the near future!

If the firm "Kamov" financed by the state is similar to the cost center designers, our pilots would have long since mastered the Arctic on modern rotary-wing types Ka-22 with much greater economic benefits and security than on doroguschih Mi-26 with long izzhivshem very dangerous tail rotor.

Example: "In Peru killed 20-year-old student at the time of the visit of Prime Minister Pedro Kateriano in one of the cities in the country. Lina Zapata Fahey girl broke the helicopter, in order to transmit the prime minister a letter asking to be released from the prison of her brother, who has been unjustly convicted. However, when she passed the helicopter, did not see the tail rotor works. The blade cut off in an instant the girl's head. " (Tvzvezda. 2015 / 08 / 09)

Such sad examples are many, many failures in the tail rotor helicopter in flight with a tragic outcome and gene. Designer MVZ AG Samusenko them well informed, but with maniacal persistence continues to impose on our aircraft tailed helicopters.

And further. I read on the internet all you could read about the Ka-22 and I crept into great doubt that the accident occurred due to the fault of the design flaws in it. And that's why:

At firstPilots CB "Kamov" tested them with supercritical congestion on speed and flight weights, setting world records and no abnormalities in the Ka-22 was not, and the disaster occurred during cruise modes with minimum takeoff weight.

SecondlyIn Soviet times, in general aviation maintenance differed high culture and quality, and the more experimental techniques, which is not on the ferry experimental Ka-22:

"According to the flight log of the navigator, the Ka-22 01-01 rotorcraft took off at 3 an hour 57 minutes, but soon returned due to a malfunction (oil leakage from under the tightly closed oil tank plug of the left reducer) and at 4 an hour 10 minutes landed. At 4 an hour 55 minutes took a second flight and an hour later - landing in Turkestan. There was already a rotorcraft 01-03 Garnaev, who had smoke before landing in the cockpit. On inspection, the nut of the left support of the synchronization shaft was turned off. Inspected and refueled the car 01-01. According to the explanation of the mechanic Yu. T. Denisov, there was discovered and eliminated the play of the slot-hinge of the left automaton-skew. "

What happens when the oil leakage - jamming followed a catastrophe and such nedokruty and nedoverty Private Aircraft Aeroflot could go to trial, so do not believe so sloppily served by ferry vertibirds and when this number is not passed - repeated defect management rotors!

Vitaly Belyaev for Avia.pro

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