Trực thăng-Phần 2

Kamov-Skrzhinski KASKR-1 "Krasny Inzhener"

Designation from Kamov and N.K.Skrzhinskii, autogyro Krasnyi Inzhyener (Red Engineeer), based on Cierva C.8 and likewise using Avro 504 (U-1) fuselage, landing gear and most of flight controls. Original rotor (four braced blades), small wings, and other parts. First ground running test 1 Sept 29. Rotor began to spin, but control system ineffective and subjected to major changes. U-1 rudder changed for larger surface; then torque of engine/propeller almost overturned machine, rectified by hanging 8kg weight under right wingtip. Test pilot I.V.Mikheyev (father of present KB chief) unable to fly aircraft because of lack of power. Rebuilt as KaSkr-2.

Kamov-Skrzhinski KASKR-2
1930

Major reconstruction of KaSkr-1 with much more powerful engine in helmeted cowl forming part of new light-alloy fron end. Other minor changes including rudder of better shape. Flown 1930; one photograph shows it on skis in winter 1930-31. Pilot D.A.Ko****s flew KaSkr-2 on 90 occasions by late 1931, reaching figures given below. Pioneer Soviet autogyro, leading quickly to 2-EA and A-4 at CAHI.

Kamov A-7
1934

This autogyro designed by Kamov was considerably more stream-lined than its predecessors. The rotor had three blades, the fuselage was completely covered by a light alloy skin and the landing gear was streamlined.
A later version, the A-7-3, which had two small fins below the stabilizer, was used during the last war for some observation missions.

Kamov AK
1943

Discouraged by atmosphere of fear at CAHI which stultified design, Kamov took job of chief designer in factory at Smolensk opened 1939 to make production autogyros (beginning with A-7-Za). Obtained permission to undertake side-by-side observation machine with side doors. Tricycle gear, single fin rudder on struts from rotor head and main gears, no wings. Delayed by evacuation July 1941 but work restarted at new facility in Lake Baikal region 1942. Abandoned 1943 because of termination of interest by VVS.

Kamov Ka-10
1949

When the Ivchenko helicopter engine became available, it was possible to develop the Ka-8 into the Ka-10, with better flight characteristics and reliability. The first Ka-10 flew in September 1949. It was followed by three more prototypes and eight Ka-10M pre-production models; the latter were distinguished by the fact that they had a different rotor assembly and an endplate fin tail unit instead of the single fin of the Ka-10. These helicopters were tested at length, but did not enter production or service.

Technical data for Ka-10
Crew: 1, engine: 1 x AI-4G pistone engine, rated at 40kW, rotor diameter: 5.8m, fuselage length: 3.9m, height: 2.5m, width: 1.97m, take-off weight: 370kg, max speed: 115km/h, service ceiling: 2500m, range: 170km

Kamov Ka-15
1953

Shipboard operations with the Ka-10 showed the necessity to start the construction of a new rotary-wing machine capable of lifting greater loads and less restricted by weather con***ions. It was to have an enclosed ****pit fitted with the necessary equipment and providing normal con***ions for the pilot, allowing him to function properly. These requirements were met by the Ka-15 which, like its predecessors, featured the co-axial layout. It was a two-seat helicopter with side-by-side seating for the pilot and a mission equipment operator or a passenger.
The Ka-15 made its first flight on April 14, 1953 at the hands of test pilot D.K.Yefremov. State acceptance trials were completed in 1955, and next year the helicopter entered production at aircraft factory No.99 in Ulan-Ude. The Ka-15 evolved into a number of specialized versions, including the multi-purpose Ka-15M, the UKa-15 dual-control trainer version and the four-seat Ka-18. In each case prototype construction began at factory No.82 in Tushino and was completed at the OKB''s own experimental shop near Ukhtomskaya railway station.
The leadership of the Soviet Navy ordered a fly-off between the Ka-15 co-axial helicopter and the Mil Mi-1 single-rotor helicopter, during which both types operated from the cruiser "Mikhail Kutuzov". By virtue of its small size and manoeuvrability the Ka-15 successfully performed take-offs from and landings on the ship''s small helipad even in sea state 6 con***ions. Conversely, the Mi-1 was considerably hampered by its long tail boom and tail rotor and could not operate when air turbulence and pitching and rolling motion of the ship were present. The results of the fly-off finally convinced the Navy that choosing the co-axial layout for a shipboard helicopter was the right decision.
The ASW version the Ka-15 was fitted with two RGB-N sonobuoys or with the SPARU-55 automatic airborne receiver unit. One of such helicopters dropped sonobuoys in the designated part of a sea, the other received information from them about the presence or absence of a submarine. Once a submarine was detected, a third Ka-15 equipped with the OPB-1R sight and two 50-kg depth charges entered service. The first units equipped with Ka-15 helicopters were formed in 1957-58. In 1958 work commenced on equipping the destroyer "Svetly" (Project 57) with a helipad. In 1960-1961 the Navy took delivery of eight Project 57 ships featuring helipads, support equipment for helicopter operations and accommodation for pilots and maintenance personnel.
The Ka-15 and its versions remained in service for almost 20 years. Between 1958 and 1963, rotor blades of new design were developed, tested and introduced on the Ka-15M and the Ka-18. They were made of composite materials which improved the lift/drag ratio of the rotor and extended the service life of the blades. In 1958-59 test pilot V.V.Vinitsky established two world speed records on the Ka-15M. In 1958 the Ka-18 was awarded a Gold Medal at the World Exhibition in Bruxelles. The Ka-15 marked the beginning of co-axial helicopters operations in the Navy and Civil aviation, the Soviet state airline. As was universally acknowledged, V.B.Barshevsky, M.A.Kupfer, N.N.Priorov, A.J.Vlasenko and D.K.Yefremov made major contribution to the development of the Ka-15.

On the basis of past experience, whilst developing the Ka-10 "flying motorcycle", the design team also built a two-seat helicopter with an enclosed cabin and the same arrangements of coaxial, contra-rotating rotors and endplate fin tail unit, to meet a Soviet Naval Air Force specification. The new helicopter, designated Ka-15, flew towards the end of 1952 and went into production for the Soviet Navy and for civil operation as the Ka-15M. For military use, it could carry two depth charges on rails at the sides of the fuselage, which in the civil version were replaced by two stretchers or hoppers for agricultural chemicals. The powerplant was a 225hp AI-14V air-cooled radial engine installed at the center of the fuselage, but towards the end of 1960, most Ka-15Ms were given uprated 275hp AI-14VF engines. The NATO reporting name for the Ka-15 is Hen.

Technical data for Ka-15
Crew: 1, passengers: 1, engine: 1 x AI-14V pistone engine, rated at 188kW, rotor diameter: 9.96m, fuselage length: 6.26m, height: 3.35m, width: 2.85m, take-off weight: 1370kg, empty weight: 968kg, internal payload: 364kg, max speed: 155km/h, service ceiling: 3500m, range: 350km

Kamov Ka-18
1958

The Kamov Ka-18 (NATO reporting name Hog) was a four-seat development of the Ka-15M; it retained the same engine, rotor, transmission and control systems and landing gear. The main changes were to the fuselage, which was stretched to make room for two passengers and a baggage compartment. The prototype was completed in 1956 and flight testing began early in 1957. A limited number of the Ka-18 were built for use as air ambulances and for forestry patrol, geological survey and agricultural work. Towards the end of 1960, the production aircraft were given a 275hp AI-14VF engine (VF stands for Vertolet Forsirovannie meaning helicopter with turbocharger) instead of the AI-14V, thus enabling the payload to be increased by about 100kg and the ceiling by 300-500m. The chord of the endplate finswas also enlarged.
The Ka-18 was evaluated but not adopted by the Soviet Air Force.

Kamov Ka-22 "Vintokryl
1959

In 1951 various attempts were being made to increase the effective range of helicopters, notably by towing them in the outward direc-tion behind an Li-2, with the lifting rotor autorotating. The idea occurred to Kamov designer Vladimir Barshevsky that it would be possible to dispense with the tug aircraft if a helicopter could be provided with wings and an aeroplane propulsive system. After obtain-ing permission from Kamov, his deputy V. V. Nikitin took a proposal to the Kremlin and in a matter of days the OKB had a Stalin di-rective to get started. The engines were to be TV-2 (later TV-2VK) turboshafts supplied by N. D. Kuznetsov, and many organizations were involved in research for this challenging project, starting with model tests in the T-101 tun-nel at CAHI. The final go-ahead was issued on 11th June 1954. An order for three Ka-22s was placed on the factory at Ukhtomskaya, which had been derelict since Kamov was evacuat-ed from there in October 1941. Concentration on the small Ka-15 (the OKB''s first production helicopter) and other problems so delayed the programme that on 28th March 1956 pro-totypes 2 and 3 were cancelled. In June 1958 the LD-24 rotor blades began testing on an Mi-4. The Ka-22 itself first lifted from the ground on 17th June 1959, and made its first untethered flight on 15th August 1959, the test crew being led by pilot D. K. Yefremov. Serious control difficulties were encoun-tered, and the Kamov team were joined by LII pilots V.V.Vinitskii and Yu.A.Garnayev. Though still full of problems the Vintokryl was demonstrated on 11th October 1959 to MAP Minister P.V.Dement''yev and VVS C-in-C K.A.Vershinin. Gradually difficulties were solved and in July 1960 an order was received to manufacture three Ka-22s at GAZ No.84 at Tashkent, with D-25VK engines. On 23rd May 1961 a speed of 230km/h was held for 37 min-utes. On 9th July 1961 the Ka-22 caused a sen-sation at the Aviation Day at Tushino. On 7th October 1961, with spats over the wheels and a fairing behind the ****pit, a class speed record was set at 356.3km/h, followed on 12th October by 336.76km/h round a 100km circuit. The spats and fairing were then removed and on 24th November 1961 a payload of 16,485kg was lifted to 2,557m. Preparations were then made to ferry AM 0I-01 and the third machine AM 0I-03 from Tashkent to Moscow for Nil acceptance test-ing. Both departed on 28th August 1962. While making an intermediate stop at Dzhusaly 0I-01 rolled to the left and crashed inverted, killing Yefremov and his crew of six. The cause was diagnosed as ''disconnection of No 24 cable joint of the linkage with the starboard lift rotor collective-pitch control unit''. At Tashkent and in Turkestan the cable joints and cyclic-pitch booster brackets were inspected on 0I-02 and 0I-03 and found to be incorrectly assembled. Changing the direc-tion of rotation of one lifting rotor did little at lower speeds and caused problems at higher speeds - ''When'', said lead engineer V.S.Dordan, ''Shockwaves off the blades sounded like a large machine gun''. To improve stability and controllability the complex AP-116 differ-ential autopilot was installed, continuously sensing attitude and angular accelerations, feeding the KAU-60A combined flight-control unit. On 12th August 1964 the heavily instru-mented 0I-03 took off on one of a series of tests conducted with VVS (air force) and GVF (civil) crews. Take-off was in aeroplane mode, and 15 minutes later at 310km/h the aircraft suddenly turned to the right, ''not arrested by full rudder and aileron...the aircraft turned almost 180? when Garnayev intervened, considering the prob-lem was differential pitch of the pro-pellers... turn rate slowed, but the aircraft pitched into a steep dive...the engineer jetti-soned the flight-deck hatches, and one struck the starboard lift rotor causing asymmetric forces which resulted in separation of the en-tire starboard nacelle. Garnayev ordered the crew to abandon the aircraft''. Three survived, but Col S.G.Brovtsev, who was flying, and technician A.F.Rogov, were killed. By this time the Mi-6 heavy helicopter was in wide service, and the Ka-22 was ultimately aban-doned. Several years later the two surviving machines, 0I-02 and 0I-04, were scrapped. An article about the Ka-22 in Kryl''ya Rodiny (Wings of the Motherland) for November 1992 does not mention the fact that two crashed, which is not widely known even in the former Soviet Union.
The Ka-22 was basically an aeroplane with its engines on the wingtips, with geared drives to both propellers and lifting rotors. The airframe was all light alloy stressed-skin, the high wing having powered ailerons and plain flaps. The fuselage had a glazed nose, three-seat ****pit above the nose and a main cargo area 17.9x3.1x2.8m for 80 seats or 16.5 tonnes of cargo. The entire nose could swing open to starboard for load-ing bulky items or a vehicle. The original pro-totype was powered by 5,900-shp TV-2VK engines, but these were later replaced by the 5,500-shp D-25VK. These had free turbines geared via a clutch to the main-rotor and via a front drive to the four-blade propeller and a fan blowing air through the oil cooler from a circular inlet above the nacelle. The two free-turbine outputs were interconnected by a 12-part high-speed shaft ''about 20m long''. The main rotors were larger derivatives of those of the Mi-4. In helicopter mode the propeller drive was declutched and the flaps were fully lowered. Flight control was by differential cyclic and collective pitch. In aeroplane mode the lifting rotors were free to windmill and the aircraft was controlled by the ailerons and tail surfaces. The twin-wheel landing gears were fixed.
Apart from prolonged dissatisfaction with the engines, the problems with the Ka-22 were mechanical complexity, severe losses in the gearboxes and drives and the fact that each lifting rotor blew straight down on top of the wing. Similar charges could be levelled against today''s V-22 Osprey.

The development of helicopter design at home and abroad opened up the prospects of using rotorcraft as a means of transportation of heavy-weight cargoes on the vast territory of the USSR. In the mid-50s, in response to a GOR issued by the Ministry of Defence, the OKB took a revolutionary decision to build an experimental compound helicopter, the Ka-22. Dubbed "Vintokryl" (lit. "screw-wing"), it featured two lifting rotors and two tractor propellers for forward thrust, both mounted at the wingtips. This was an aircraft of a basically new type for our country''s aviation, combining the advantages of the helicopter capable of vertical take-off and landing and of the aeroplane possessing greater lifting capacity, range and speed as compared to the helicopter.
N.I.Kamov focused the attention of the Vintokryl''s creators on the design of high-speed lifting rotors which would enable the compound aircraft to cruise at 400-450km/h. At high forward speeds the wing was intended to decrease rotor disc loading as much as possible, ensuring low drag factors. This allowed the tips of the main rotor blades to reach the speed of sound and the rotor to work in a mode close to autorotation. N.I.Kamov''s decision to retain minimum required rotor disc loading at high speed sufficient for damping rotor oscillations and for ensuring stable rotor behaviour during manoeuvers proved to be of fundamental importance.
Development and construction of the Ka-22 called for a lot of theoretical and experimental work. Under the leadership of S.Ya.Finkel'' a whole set of methods was developed to determine the aircraft''s parametres, rotor blade configuration, the basic performance characteristics of the rotorcraft and its aerodynamic design, to calculate aerodynamic loads, aerodynamic balancing etc. Special research was made to ensure optimum characteristics in transitional flight modes, to select structural stiffness characteristics of the airframe components, to prevent rotor blade flutter and "ground resonance". Much attention was paid to the problems associated with the compound rotorcraft''s stability and controllability. Kamov''s engineers succeeded in corroborating the results of theoretical methods of calculation through the use of numerous models, test rigs and special devices, as well as in the process of flight tests. A major contribution to the creation of the Ka-22 was made by S.B.Garshtein, AI.Dreizin, Z.Z.Rosenbaum, A.G.Satarov, E.A.Petrosian, L.A.Potashnik, V.N.Kvokov and other members of the OKB staff, as well as by TsAGI specialists M.K.Speransky, I.O.Faktorovich and E.V.Tokarev.
Work on the unique powerplant and systems of the aircraft was headed by deputy chief designer N.N.Priorov, and deputy chief designer M.A.Kupfer was responsible for the rotor system and the airframe. Yu.S.Braginsky was appointed Ka-22 leading designer and V.B.Al''perovich was the leading engineer of the flight test programme.
Test pilot D.K.Yefremov was the first to put the unusual aircraft into the air on August 15, 1959. First deputy chief designer V.I.Biryulin was responsible for all the work on the compound helicopter. LII staff, including test pilots Yu.A.Garnayev and V.V.Vinitsky, rendered great assistance to the Kamov organization in perfecting the Vintokryl''s stability and handling, especially at low transitional flight speeds.
In 1961 an OKB test crew captained by D.K.Yefremov set eight world records on the Ka-22, including the world helicopter speed record (356km/h) and the payload to 2000m altitude record (16485kg); the latter achievement still stands as of this writing. The compound helicopter was impressive by any standards: maximum take-off weight was 42500kg; the cargo cabin was 17.9m long, 2.8m high and 3.1m wide. To get an idea of the magnitude of the task solved by the OKB, suffice it to compare the maximum take-off weight of the Ka-22 and that of the then biggest Kamov helicopter, the Ka-25 (7000kg).
Sadly, the fate of the Ka-22 was sealed by two tragic crashes, the cause of which could not be determined beyond doubt at the time. After that, the Air Force leadership could not overcome the mistrust that had arisen towards this flying machine and never gave the OKB a chance to complete development. Nevertheless, the design, construction and testing of such a complex and large rotorcraft took the company''s specialists to a new, higher scientific and technical level.

Kamov Ka-34
project

A model of the Ka-34 heavy rotary-wing aircraft.

Kamov Ka-35
project

A model of the Ka-35 heavy rotary-wing jet-powered aircraft.