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In 2012godu Indians about Mi-26 wrote: "They are outdated, consume too much fuel, road maintenance, and obtain spare parts is not so easy for them.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 to Russian cars, "writes the Indian press" ("Gazeta.Ru." Mi "by" 29.10.2012g). 

And he lost to the Mi-26 helicopter of the longitudinal CH-47F Chinook. And this is what the designer of the MVZ under the name “Sergey Semenov” answered me according to this scheme: “At one time, when developing the appearance of the B-12 and Mi-26 helicopters, quite extensive work was carried out on a comparative parametric analysis of helicopters of various schemes. As a result, for a number of reasons, they abandoned the 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 fruit of exceptional design 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. = 155c / h, max. load capacity - 1600kg. 
The Mi-4 has one ASH-82В engine; the Yak-24 has two engines and bearing systems from the Mi-4 helicopter. 
 “Having mastered the Yak-24, Garnaev noted in one of the factory test reports:“ The Yak-24, being the first domestic helicopter of the longitudinal scheme, from the pilot’s point of view, has a number of advantages over the one-rotor helicopters and deserves, in my opinion, widespread adoption. " (Military review. Helicopter Yak-24)

“The Yak-24 helicopter for piloting is available to a pilot of average qualification. The behavior of the helicopter Yak-24 in the longitudinal and ground relation is more stable than the Mi-4. 
In 1959, the newspaper Sovetskaya Rossiya in the article The flying trolley bus wrote: ╚No exaggeration, we can say that the windows of the helicopter have the same view as from comfortable Moscow trolleybuses. Only inside is much cozier. Here everything is in a modern style: eight soft armchairs, and small tables, and a fluffy synthetic carpet on the floor. Between the windows there are even flower vases. The car maintains room temperature, and during the flight in the lounge you can talk freely without raising your voice. Leading engineer B. Alenikov also said that in the passenger version the helicopter will take on board up to 30 people ... It remains to wish a comfortable helicopter happy airways╩. Unfortunately, the wishes did not come true. The flight to Moscow of the first Yak-30K helicopter, already ready for October 24, was postponed for a long time and took place only after the Mi-4 helicopter was shown in the Kremlin.
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!
The General Designer of KB "Kamov" Sergey Viktorovich Mikheev today has modern high-speed projects: single-rotor Ka-92 and Ka-102 longitudinal scheme, the development of which requires appropriate funding. Holding "Helicopters of Russia" solid finance in the billions of rubles. Milevtsi were allocated for virtual R & D and R & D, but not for real projects of the Kamov company. 
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: 90 passengers with cruising speed = 450 / h.
 * Mi-46: 60 passengers with cruising speed = 270 / 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 not succumb to the temptation of speed records, but to design a working machine, and precisely for the scheme that was proposed earlier. It is most suitable for a heavy version, so the project of a rotary-wing is best done on the basis of the Mi-26 helicopter: it has very good engines and a rotor. With the classical scheme, he is forced to "crawl" across the sky at the speed of the long-decommissioned Mi-6 helicopter, while it is very expensive and the demand for it is not great: 
With 1980, Mi-26 has released all 318 pieces (Wikipedia). 
  In a shorter period (1959-1980gg. Wikipedia) Mi-6 helicopters were released 926 units. 
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.

Mi-6 = 340k / h helicopter speed record; but without wings Vmax. limited to 250 / 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. 
The wing screw in the hover mode produces negative traction (back), while the left wing wing propeller screw - positive traction (forward), which in sum will compensate for the reactive moment (Mr.) Of the rotor (NV). 


 To accelerate speed from hover mode on a classic helicopter, the control knob is deflected forward and N.V. decomposed into two components: horizontal and vertical. The horizontal component is necessary as propulsive thrust, driving the helicopter forward. Since the vertical component decreases with increasing horizontal thrust, in order to prevent a helicopter from dropping, the pilot increases the engine power. 
  The rotorcraft will not squander during takeoff, because the acceleration from the hover mode will be due to the thrust of the wing theater. To accelerate the speed from the hover mode, the power of the wing TVD is increased to takeoff with a simultaneous decrease in the thrust of the wing screw to “0”, the power from which will automatically go to N.V. and the crew will no longer need to increase the power of the main engines.
From this it follows that with a decrease in the thrust of the wing screw to "0" 
 will one compensate mr. bearing screw, and therefore should produce thrust twice as much. For example, the total take-off power of the engines of the Mi-26 helicopter is 20.000l.s. Suppose that the power consumed by the wing screw = 10% of the power of the main engines, or ~ 2000l.s., it means the wing of the HPD should have a min. power = 4000l. In the forward flight, both wing screws operate with a positive pitch of equal magnitude. For example, if a wing-mounted theater in cruise mode will produce N = 3000l.s, then the wingscrew should go N = 3000l.s., Which will have a positive effect not only on the speed characteristics of the rotary-wing, but also on the unloading of the main rotor, therefore H .AT. in flight, it will be partially unloaded both at the expense of the wings, and due to the thrust of the propeller.
 Mr. the carrier rotor will be compensated by the tail fin of the aircraft type, taking into account that the jet moment in the forward flight will be significantly less than in the hover mode.

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 did not even occur to me from a deep hangover, but the cost center designers visited !!! It is necessary to think of such nonsense trimming of the tail boom on the gearbox, and the meaning is simple: "Do not get into the Kalashny row with the pork snout." At the same time, they did not disdain to professionally process this scheme and pass on to Eurocopter, with which they were 
I hope that the designers of the cost center will finally gain courage and patented the scheme with the third winged theater at the design bureau of the MVZ them. M.L. Mil.
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 a classic helicopter is very heavy due to the exorbitant loads from the tail rotor. For example, the beam of the Mi-6 helicopter is subject to a torque of ~ 7000kg / m. and for a break - not less, and in the Mi-26 this figure is even greater. 
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

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

Yes, "Russian Helicopters" are clearly stuck "licking" old schemes and wasting money in vain!

ATP, a very interesting article