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Aviation History
1957
1957 - 0018.PDF
18 FLIGHT New Russian Rotorcraft THERE is no doubt whatever that the Soviet Union hasachieved remarkable success in the evolution of helicopters—a type of flying machine which poses considerable demands and which often fails to reach a satisfactory state ofdevelopment without becoming virtually obsolete in the process. Russian helicopters, although to some extent based upon Westerndesigns, have now captured a high proportion of the available categories of international records for speed or altitude with load.One of the pioneer Soviet rotorcraft, and the first to go into wide service, was the Mi-1, designed by Mikhail Milla andexclusively described by us on April 20, 1956. A three-view drawing on this page depicts the new Mi-3, which is a progressivedevelopment of the Mi-1. The principal aim of the new design was an all-round improvement of performance, which was limitedin the Mi-1 by rotor-blade stalling and excessive oscillation encountered in certain flying conditions. It is claimed that thenew helicopter has met all expectations and successfully com- pleted all its tests. There are no limits imposed on it, and speedsand altitudes will only be restricted by the power available. THREE RUSSIAN HELICOPTERS Typ. Powerplant Main rotor diam. (ft)Length, less rotor (ft) Empty weight (Ib) Gross weight (Ib) Max speed (m.p.h.) ... Cruising speed (m.p.h.) Hovering ceiling (ft) ... Max. ceiling (ft) Mi-3 Asi-21.740h.p. 46.9139.73 3,968 5,180 124.2 93.2 6.561 14,763 Ka-10 AI-4G, 55 h.p. 20.0712.79 — 827 72 985 8,200 Ka-15 | AI-14R,260h.p. 74.5 2,230 9,840 The main rotor has been redesigned and now has four, insteadof three, blades. The articulated blades are connected through hinges in the same way as those of the earlier Mi-1, and are ofsimilar construction, having a single metal tube spar, wooden ribs and plywood/fabric covering. The nose of the Mi-3 has beenslightly revised and the cabin widened. There are now blisters on each side of the fuselage, giving further improved visibilityfrom the bench-type seat (for three passengers) located behind the pilot. The Mi-3 instrument panel is more compact andincludes a compass, which in the original machine was fitted in the fairing at the base of the windscreen; there is also a new radio-compass. The flying controls are almost unchanged. From the constructional point of view the fuselage and the tail Not previously illustrated in a Western journal, the Mi-4P is a refined passenger transport. It is referred to in the text (right). Smaller than it looks in this view, the Kamov Ka-15 is in production for the Soviet Air Force as a general-purpose machine. This three-view drawing depicts the Milla Mi-3, with four-blade rotor and several important refinements. boom differ little from those of the Mi-1. However, the stressedmetal skin of the fuselage has been considerably stiffened and now forms a semi-monocoque structure. Three attachments ateach side of the fuselage permit the fitting of a variety of external panniers for different duties. In the ambulance version, they cancarry a stretcher case which, after removal of the fuselage panels containing the blisters, is accessible during flight from the cabinthrough a short tunnel. In the agricultural version fertiliser con- tainers can be carried, or, alternatively, a spraying manifold withnozzles can be fitted. For extra long range, two external fuel tanks, each of 32.9 Imp. gal capacity, can be fitted. The sheet-metal panels covering the engine bay have been redesigned, and the exhaust pipe has been modified to prevent fumes from enteringthe panniers. Luggage space is now provided at the rear of the fuselage. Improved radio equipment is fitted and new aerials areattached to the tail boom. For anti-icing, de-icing fluid is spread continuously over the main and tail rotor blades and the wind-screen. Asymmetric load tests, with a pannier attached only on one side of the fuselage, gave satisfactory results Now very widely used throughout the Soviet Union, the Mi-4appears to owe something to the S-55, but is appreciably larger and, in fact, almost corresponds with the S-58. All availableinformation indicates that the Mi-4 is a very fine helicopter, with plenty of power (the engine is an M.62IR rated at 1,000 h.p.) andwith a particularly good four-blade rotor. Compared with the Mi-1, the stick forces are reduced and manoeuvrability andstability at low forward speeds are improved. It is claimed to be very easy to fly, even by pilots with little rotary-wing experience. One of the specially developed passenger versions is the Mi-4P.This differs from the standard utility variant in having no ventral "bath" container and in special refinements including rectangularcabin windows and spats on the four wheels. Most Mi-4Ps have a comfortably furnished cabin seating ten passengers, with veryeffective heating and sound-proofing. Externally identical with the Mi-4P is a special record-breakingversion which, in April 1956, established three international records: an altitude of 19,920ft with 4,410 lb useful load; analtitude of 20,022ft with 2,205 lb useful load; and an average speed of 116 m.p.h. on a 500-km (311-mile) closed circuit. Therecord-breaking machine was virtually stripped of all removable non-essential equipment, and even the metal skinning of the rearpart of the fuselage (not the tail boom) was replaced by fabric. Yet another variant is a special fire-fighting version. Theentire cabin in this machine is occupied by a large tank of extinguishing fluid. In the ventral bath-tub container a monitor-type spray nozzle is mounted on hinges for directing the jet at various parts of a fire. N- I. Kamov has been designing helicopters for almost 30years, and has a predeliction for the co-axial configuration. His first design, completed in 1928 with the assistance of N. K.Skrzynski, was named Vyenolet, a word now regarded as being (Continued on page 22) The latest version of the little Kamov Ka-10 has a single fin and rudder, in place of the paired surfaces originally used.
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